CARGO HANDLING AND STOWAGE-II UNIT-5 Cranes
CARGO HANDLING AND STOWAGE-II UNIT-5 Cranes
UNIT 5
DECK CRANE
Electro hydraulic single deck cranes range generally, over
hoisting capacities 3 to 40 MT. Twin cranes are designed to have
hoisting capacities of 2x12, 2x20, 2x25 MT, but they can operate
either singly or in concert. Heavier hoisting capacities are also
available for up to 150 MT or more. Suitable for fast moving
general, bulk and container cargoes. Positioning of the deck cranes
is a matter of importance. Mid transverse position between double
hatch openings greatly assist both speed and radius of operation.
where the crane fittings are mobile, flexibility of operation is
available. the mobile crane is locked stationery during actual
operation.
Benefits height visibility well above the hatch openings.
Effective hoisting, slewing and luffing are the 3 essentials of
good crane work and are the activities needful of attention. Should
not accelerate or retard, sudden and rapid restriction increases
the normal stresses provided by a load upon the cargo gear.
SINGLE GIRDER GANTRY CRANE
Comprises of spaced gantry legs which ride along the deck of the
ship on travelling carriages or trucks. A single main girder
extends transversely of the ship between the legs to span the cargo
hatches and folding outboard cantilevers or jibs are located on
opposite side of the main girder to extend the reach of the crane
over dock when the ship is in port. the out board cantilevers or
jibs are each moveable independently between a downwards extending
folded position.
Cranes having single girder. Where the trolley travels on the
girder. The operator operates the crane remotely.
Overhead cranes have a bridge and a wheeled trolley that travels
across the bridge horizontally. Overhead cranes include gantry,
semi-gantry, cantilever gantry, storage bridge and wall cranes.
SAFETY FEATURES OF THE SHIPBOARD GANTRY CRANE
- hoist limit switch
- overload limit switch
- trolley bumpers
- bridge bumpers
- deck/crane bumpers
- outrigger stops
- foot guards
- emergency stop switch on deck
- controller safety switch
- gantry movement audio visual alarm
- wind indicators
- rail clamps
ADVANTAGES AND DISADVANTAGES OF CRANES AND DERRICKS
- single man operation for luffing, slewing and cargo hoist
- adequate SWL during straight lift
- ability to bring the derrick over a lifting point
- can be slewed to all 360 deg hence a single crane can work fwd
and aft hatch
- maintenance is less since the winches are inside the
mounting
- can be fixed or mobile on gantry platform
- provision can be provided to prevent pendulation
- does not require luffing and slewing winch hence cost
saving
- can be modified to increase the radius of operation and
clearance from jib to load
- in Gemini cranes one controller can operate both crane
- the operator has good visibility of the area of operation due
to the height of operators cabin
- can be mounted on the center line or side of the ship
- the operator is not exposed to the dangers of breaking
wire
Disadvantages
- complex operation and congested areas required lengthy
maintenance
- SWL decreases as the jib radius increases
- the operator required to climb to reach the cabin
ADVANTAGES OF DERRICKS
- components are very easy to maintain
- rigging can be changed as per the requirements
- maintenance is easy as all the equipment are spread over the
place
Disadvantages
- wires and winches are exposed to weather, hence corrosion
damages are high
- deck is cluttered with ropes, guys and blocks
- visibility of the area of operation is less
- delay for changing rigging
- cannot be slewed 360 deg
- always fixed and not mobile
- winch man is exposed to the dangers of breaking wires
CARGO HANDLING GEAR SAFETY
The approval, maintenance and safe use of cargo handling
equipments
Register requirements
- register of all materials handling equipment that form part of
the equipment of the ship to be maintained
- all shore based handling equipment must maintain a register
where it is normally stored
- details of all tests, thorough examination, inspection, heat
treatment and any maintenance, repair and replacement of materials
handling equipment by a responsible or competent person
- a register of materials handling equipment may be kept in any
form is legible and is authenticated by the responsible person
- equipment should be surveyed and inspected by classification
society
- evidence of prototype tests of fittings maintained- attachment
to the rope is > 95% of the breaking load of the rope 50mm dia
or 90% of the breaking load of the rope for ropes exceeding 50mm
dia
CERTIFICATE REQUIREMENTS
- test certificate of materials handling equipment manufacture
must be in accordance with the appropriate form for that
equipment
- certificate of test in respect of materials handling equipment
manufactured in a country and tested or thoroughly examined by a
responsible person is acceptable
- all cert of test and other relevant certificates are current
in respect of equipment made available with the register of
materials handling equipment
certified copy of the above is also acceptable if used chain or
wire is only a part of the greater manufacture length, a certified
copy of the original certificate issued for the manufacturer
is acceptable
MAINTENANCE AND REPAIRS
General
Materials handling equipment, mechanical ventilation equipment,
lighting and other equipment used in loading and unloading, must at
all times be:and unloading, must at all times be:
(a) properly maintained; and
(b) used only for its intended purpose.
Ship machinery
Whenever ship machinery is supplying power to materials handling
equipment or other equipment being used in or in relation to
loading or unloading, the master must ensure that a qualified
person experienced in the operation and maintenance of the ship
machinery is present on the ship.
(a) properly maintained; and
(b) used only for its intended purpose.
Ship machinery
Whenever ship machinery is supplying power to materials handling
equipment or other equipment being used in or in relation to
loading or unloading, the master must ensure that a qualified
person experienced in the operation and maintenance of the ship
machinery is present on the ship.
Safety arrangements
If maintenance or repair work is carried out during loading or
unloading, the person in charge must ensure that all persons are
reasonably protected against accidental injury arising from the
maintenance or repair work.
For the purpose of above paragraph, the person in charge must
assess. The danger in the maintenance or repair work and must take
into account the presence or likely presence of noxious gases ,
fumes, dust, radiation, excessive noise or other nuisance that
could obstruct, interfere with or distract a person engaged in the
loading or unloading.
Repairs
A person must not carry out repair work on materials handling
equipment unless that person is:
(a) competent in the repair of that type of equipment; and
(b) equipped to perform that repair.
Heat treatment
A chain, ring, hook, shackle, swivel, connecting plate or
overhauling weight that is subject to stress must not be used in
loading or unloading after repair unless it has, if necessary, been
subjected under the supervision of a responsible person to a
process of heat treatment appropriate to its design and material to
restore the mechanical properties of the material or to relieve any
stress.
Verification
Repaired materials handling equipment must be tested or
thoroughly examined in accordance with relevant regulations before
being put to use, unless the repair is:
(a) The normal periodic replacement of an individual component
by a component having the same technical specification; or
(b) A minor repair to a non load bearing component.
Repaired materials handling equipment must not be put to use,
until:
(a) The equipment is certified safe to use, in accordance with
relevant regulations; or
(b) In the case of a repair, the repair is recorded in the
register of materials handling equipment.
Protective fencing
Upper decks
Loading or unloading must not be carried out unless all upper
decks to which persons have access for the purpose of loading or
unloading are securely fenced on each outer edge with a bulwark or
guardrails to a height of at least one metre above the deck and are
so designed, constructed and placed as to prevent a person from
accidentally falling overboard.
Bulwarks or guardrails for the purpose of above paragraph must
be continuous except that sections may be removed for the purpose
of a loading or unloading operation to the minimum extent necessary
for that purpose. An open hatchway on the uppermost deck must,
unless entirely surrounded by coamings to a height of 750 mm, be
securely fenced on all sides. except that:
(a) An intermediate rail is not required where the hatch coaming
is between 400 mm and 750 mm in height; and
(b) Fencing is not required for the side of a hatchway where
suitable fencing is fitted between the hatchway co rners and the
side of the ship.
Except as specified elsewhere in this Part, access to a cargo
working area on a ship, including hold accesses, crane or winch
operating positions, hatch man’s position or any other location
required to be occupied by persons engaged in loading or unloading,
must afford a minimum passageway width of 550 mm.
Initial Inspection
The lifting appliances are inspected and tested prior to being
put into operation, and their maximum load capacity is confirmed
with a Certificate of Suitability of Lifting Appliances and
Elevators for Passenger Ship or an Inspection Booklet for Cargo
Ship Lifting Appliances, or certificate of suitability of Lifting
Appliances (for Non Cargo Handling) and Elevators for Cargo
ship.
Periodical 5 yearly and yearly Inspections
Ship's lifting appliances, irrespective of their categories are
inspected periodically as follows:
(I) Loaders, bearings, mast band of king posts and ·loaders, as
well as all permanently fitted appliances and parts which cannot be
dismantled, are inspected every 12 months (Annual Inspection) and
examined in detail every five years (Five year Inspection) with
particular emphasis on non-visible parts taking the total load and
which should be examined after dismantling.
(2) Cranes, winches, tackle, iron hooks as well as any other
part not covered in other paragraph are examined visually and in
detail every twelve months (Annualand periodical Inspection).
(3) The standards for the. examination of elevators are more
particularlydescribed in following paragraph.
( 4) Further, a periodical inspection to be carried out by the
crew every three months and the results to be recorded in the
Official Log Book.
Where a crane or derrick is tested, the proof load must not be
less than the applicable load specified in Table 1, except that
where a hydraulic crane is tested and it is not practical for the
crane to raise the full test load, a reduced test load may be
accepted but in no case is this to be less than the SWL x 1.1.
Table 1
SWL of derrick gear or crane (tonnes)Proof Load
Not more than 20
SWL x 1.25
More than 20 but not more than 50SWL + 5 tonnes
More than 50
SWL X 1.1
Where derricks in union purchase are tested, the proof load
specified in Table 1 must be based on the SWL of the derricks when
rigged in union purchase
For the purpose of a test of a crane or derrick, the load
imposed on any accessory block, topping lift, shackle, preventer,
guy or other accessory part must not exceed the SWL of that part by
more than the proportion by which the proof load exceeds the SWL of
the crane or derrick
Operational test of crane
A crane must undergo an operational test, including testing of
its limit switches, by hoisting a load at least equal to the SWL
while carrying out all motions occurring in normal operations, such
as hoisting, luffing, slewing and travelling, using its full range
of speeds. All brakes must be tested in accordance with relevant
regulations.
Structural test of derrick gear in union purchase
For the purpose of testing derrick gear in union purchase, the
proof load must be manoeuvred throughout the working range of the
gear, rigged over one side of the ship and hoisted to a level
that:
(a) makes the angle between the runners close to, but not in
excess of, 120°, or
(b) such lesser angle as is specified in the drawing or drawings
specified m relevant appendix. and again, with the gear rigged over
the opposite side of the ship.
Thorough examination
Following testing of a crane or derrick, the crane or derrick
and all accessory gear must be thoroughly examined for damage or
permanent deformity, and overload limit switches reset.
Winches
Span gear winches
If a derrick is fitted with a span gear winch, the winch must be
tested while the derrick is supporting the proof load at its lowest
working angle by in turn subjecting each sprocket to the resultant
load.
Topping and main winches
Upon completion of the tests with the proof load, each winch
must be tested with the SWL suspended from the derrick head, and
the derrick placed in various positions such that each winch
serving the derrick is subjected to loading whilst having the
maximum working length of rope layers upon its drum.
Brake test of winches
After completion of the proof load tests of a derrick, a load
equal to the SWL for that derrick is to be hoisted then, with the
derrick slewed outboard to each side of the ship and with the
derrick amidships, lowered at the normal lowering speed of the
winch for a distance of approximately 3 meters. The winch is then
to be braked sharply and the load brought to a halt. It is then to
be demonstrated that a load equal to the SWL of the derrick can be
held stationary by the winch brake when the winch drive is switched
off.
Approval Requirements for derricks
1. Drawings
The drawing or drawings of derrick gear required by this Part
must:
(a) illustrate the general arrangement of the ship and location
of each derrick and each winch;
(b) state the dimensions of each derrick, showing the safe
working load of the derrick and of each article of cargo gear
connected to it and the least angle from the horizontal at which
the derrick may be used;
(c) identify derricks that can be used in union purchase rig,
specify the limits of the sectors in the horizontal plane within
which the derricks are to be placed, the maximum limit of outreach
for each such derrick, the positions of the preventer guys , the
safe working load of the rig when used within the specified limits,
the safe working load of each article of cargo gear connected in
the rig and include the force diagrams used to estimate the load on
each article of equipment;
(d) identify the derricks that can be used with a lower cargo
block or other multiple purchase arrangements either as a single
derrick or in union purchase rig, specify the limits of the sectors
in the horizontal plane within which the derricks are to be used or
placed, the maximum limit of outreach of each derrick, the
positions of the preventer guy or guys, the safe working load of
the derrick or derrick rig when used within the specified limits,
the safe working load of each article of cargo gear connected in
the rig and include the force diagrams used to estimate the load on
each article of equipment; and
(e) specify the dimensions of each mast, post or other piece of
structure to which derricks are attached, with details of any
supporting stays.
Derricks must not be used in loading or unloading unless the
information specified above is readily available to the person in
charge.
2. Use of stays
Derricks must not be used in loading or unloading unless all
necessary stays, including backstays and preventer stays, to
counteract loads on masts and derrick posts, other than stays such
as shoulder stays necessarily disconnected to enable loading or
unloading operations to proceed, are correctly fitted and kept taut
and secure during loading and unloading.
3. Securing of guys in way of deck cargo
When deck cargo is stowed against and above a ship's rails or
bulwarks, a wire rope pendant or a chain extending from a ring bolt
or other anchorage on the ship must be provided:
(a) of sufficient length to enable derrick guys and preventers
to be attached without the need for a person engaged in loading or
unloading to go overside; and
(b) having a safe working load not less than the safe working
load of the derrick guy or preventer with which it is to be
associated.
4. Permanent attachments to a derrick
- A derrick must not be used in loading or unloading unless all
permanent attachments to the derrick, such as a ring bolt, eyebolt,
padeye, lug, band or heel connection or fitting:
(a) are of suitable material and construction ; and
(b) have strength appropriate to the maximum load w hich may be
imposed on that attachment in accordance with the information
specified above.
5. Securing of guys to a derrick
For the purpose of loading or unloading, each guy, guy block,
preventer guy or similar rope must be individually secured to a
derrick at a permanent attachment complying with paragraph 4, no
more than one connection being made to each such attachment except
that, in the case of a preventer guy, an eye that has been formed
in one end by splicing may be placed around the derrick head in
such manner that the eye is unlikely to be dislodged during loading
or unloading.
6. Restriction of movement of heel blocks
Where a derrick heel block is subject to movement in the
vertical plane between load and no-load positions, the derrick must
not be used unless the block is fitt ed with a device constraining
that movement consistent with safe operation .
7. Securing of runner
A runner must not be used in loading or unloading unless the end
of the runner attached to the winch drum:
(a) is effectively secured to the drum in a manner that will not
damage any part of the runner; and
(b) is secured otherwise than by means of fibre rope.
Note: The method used to secure a runner to a winch should be by
shackle or clamp type socket or similar, any of which should
provide a strength equivalent to 50% of that of the runner.
The number of complete turns remaining on the drum of the winch
when the complete working length of rope has been paid out should
not be less than:
(a) in the case of an ungrooved drum three; and
(b) in the case of a grooved drum two.
8. Markings required
A derrick for use in loading or unloading must be marked
with:
(a) its safe working load for each operating condition in
accordance with above paragraph and
(b) the lowest angle to the horizontal at which the derrick may
safely be used, in accordance with above.
The marking of the safe working load or loads of a derrick must
be:
(a) where the derrick is to be used as a single derrick:
(i) the letters 'SWL' followed by numerals indicating the safe
working load and letters identifying the units of mass in which the
safe working load is expressed; and
(ii) where there is more than one operating condition, an
oblique stroke separating the units of mass for each such
condition.
(b) where the derrick is to be used in union purchase rig:
(i) the letters 'SWL(u)' followed by numerals indicating the
safe working load
and letters identifying the units of mass in which the safe
working load is expressed; and
(ii) where there is more than one operating condition in union
purchase rig, an oblique stroke separating the units of mass for
each such condition.
Markings must be placed on the derrick or on a plate near the
heel of the derrick and the letters and numerals must be not less
than 77 mm in height, of proportional breadth and must be of a
light colour on a dark background or a dark colour on a light
background.
9. Union purchase rig
Derricks must not be used in union purchase rig unless:
(a) they are rigged in accordance with the drawings specified
above
(b) each derrick is fitted with a preventer guy of wire rope, or
wire rope coupled to a length of chain, having a safe working load
commensurate with the stresses imposed on the derrick during
loading and unloading; and
(c) the guys used to position the derricks are kept taut during
loading or unloading.
10. Angle between runners of union purchase rig
When loading or unloading by derricks in union purchase rig, the
angle included by the ends of runners at the hook assembly measured
in the plane of the runners must not be permitted to exceed 120°
.
Approval Requirements for cranes
1. Drawings
1.1 The drawing or drawings of cranes required by this Part,
must:
(a) illustrate the general arrangement of the ship and location
of each crane;
(b) include instructions for operating and maintaining:
(i) each type of crane on board; and
(ii) combination arrangements, if any,
stating the safe working load of each crane and of each article
of cargo gear attached to each crane;
(c) define the operating limits within which the safe working
load of each crane
applies; and
(d) indicate the stowage position of each crane. crane
must not be used in loading or unloading unless the information
specified in 1.1 is readily available to the person in charge
2. . Limiting devices
2.1 A crane used in loading or unloading must be provided with
effective motion-limiting devices to prevent movement of the crane,
and of a load being handled, beyond the designed range of
operations of the crane.
A motion-limiting device must be so designed as to:
(a) be automatic in operation; and
(b) in the case of a crane other than a derrick crane, take
effect by interrupting the operating power so that the crane and
its load are held stationary.
Note: A power-interrupting arrangement is acceptable on a
derrick crane, but is not mandatory.
If a motion limiting device in accordance with 2.1 is not
provided on a derrick crane, the derrick crane must, where
possible, be provided with other devices, which may include a
visual or audible alarm, to warn the operator that the crane or
load is approaching a limit of the designed range of operations of
the crane or its load.
PORT CARGO HANDLING MOBILE EQUIPMENTS
Portainers
Container crane (also known as a portainer, container handling
gantry crane, quay crane, ship-to-shore crane, ship-to-shore gantry
crane or a STS crane) is a large dockside crane in the form of a
specialised type of gantry crane used to load and unload container
ships, and only seen at container terminals. Container cranes have
a special lifting device called a spreader (also known as
Expandable Spreader) for loading and discharging of containers.
The spreader has four or eight (for twin 20 foot container lift)
twist locks which lock and unlock into the corner castings of the
containers and can be used in 20', 40', or 45' positions depending
on the size of the containers. Horizontal gantry rails and their
supporting structure are cantilevered out from between the frame
uprights which are spaced to allow containers to pass length wise
between them. The gantry rails project over the quayside and also
over the width of an adjacent ship allowing the hoist to lift
containers from the quay and move out along the gantry rails on its
trolley to place the containers on the ship. The whole crane runs
on two rails so that it can traverse along the wharf (or the dock)
to position the containers at any point on the length of the
ship.
Types
There are two common types of container handling gantry crane:
high profile where the boom is hinged at the waterside of the crane
structure and lifted up in the air to clear the ships for
navigation; the second type is the low profile (goose neck) type
where the boom is shuttled/pulled towards and over the ship to
allow the trolley to load and discharge containers. Low profile
cranes are used where they may be in the flight path of aircraft
such as where a container terminal is located close to an
airport.
Operations:
The crane is driven by an operator that sits in a cabin suspend
from the trolley. The trolley runs along rails that are located on
top or sides of the boom and girder. The operator runs the trolley
over the ship to lift the cargo which generally are containers.
Once the spreader latches (locks) on to the container with the
Spreader, the container is lifted and moved over the dock and
placed (discharged) on a truck chassis (trailer) to then be taken
to the storage yard. The crane will also lift containers from the
chassis to store (load) them on to the ship.
Lorries, Automatic Guided Vehicles ( AGV's ) and
straddle-carriers, can manoeuvre underneath the base of the
portainer crane, and collect the 'boxes'. They are designed to
allow rapid cargo operations between the dock and storage yard.
Fork Lift Trucks
(a) Overhead guards.
(i) When operators are exposed to overhead falling hazards,
forklift trucks shall be equipped with securely attached overhead
guards. Guards shall be constructed to protect the operator from
falling boxes, cartons, packages, or similar objects.
(ii) Overhead guards shall not obstruct the operator's view, and
openings in the top of the guard shall not exceed six inches (15
.24 mm) in one of the two directions, width or length. Larger
openings are permitted if no opening allows the smallest unit of
cargo being handled to fall through the guard.
(iii) Overhead guards shall be built so that failure of the
vehicle's mast tilting mechanism will not displace the guard .
(iv) An overhead guard, otherwise required by this paragraph,
may be removed only when it would prevent a truck from entering a
work space and if the operator is not exposed to low overhead
obstructions in the work space.
(v) Overhead guards shall be large enough to extend over the
operator during all truck operations, including forward tilt. ·
(b) Supplies to ship's rail. Cargo or supplies shall not be
hoisted to or from ship's rail with a forklift. This does not apply
to ramp or side port loading.
(c) Position of forks. When standing, lift forklift forks shall
be lowered to floor. When moving, lift forklift forks shall be kept
as low as possible.
(d) Forklift use in gangplank moving. Not less than two
forklifts shall be used to place or remove gangplanks unless fork
width prevents tipping and manufacturer's rated lifting capacity of
the forklift is not exceeded.
(e) Forklift seat covers. Seats on forklifts shall be provided
with a removable waterproof cover when they are exposed to the
weather.
(f) Raised equipment to be blocked. Workers shall not work below
the raised bed of a dump truck, raised buckets of front end
loaders, raised blades of tractors or in similar positions without
blocking the equipment in a manner that will prevent it from
falling. When working under equipment suspended by use of jacks,
safety stands or blocking shall be used in conjunction with the
jack.
(g) Maximum speed. The maximum speed for forklifts on all docks
shall not exceed eight miles per hour. The speed limit shall be
prominently posted on such docks.
(h) Load backrest extensions. Where necessary to protect the
operator, forklift trucks shall be fitted with a vertical load
backrest extension to prevent the load from hitting the mast when
the mast is positioned at maximum backward tilt. For this purpose,
a "load backrest extension" means a device extending vertically
from the fork carriage frame to prevent raised loads from falling
backward.
(i) Forks, fork extensions and other attachments shall be
secured so that they cannot be accidentally dislodged, and shall be
used only in accordance with the manufacturer's
recommendations.
(j) Counterweights. Counterweights shall be so affixed that they
cannot be accidentally dislodged.
(k) Capacities and weights.
(i) Forklift truck rated capacities, with and without removable
counterweights, shall not be exceeded. Rated capacities shall be
marked on the vehicle and shall be visible to the operator. The
vehicle weight, with and without counterweight, shall be similarly
marked.
(ii) If loads are lifted by two or more trucks working in
unison, the total weight of the load shall not exceed the combined
rated lifting capacity of all trucks involved.
(l) Lifting of employees. Forklift trucks may elevate employees
only when a platform is secured to the lifting carriage or forks.
The platform shall meet the following requirements:
(i) The platform shall have a railing complying with relevant
regulations (ii) The platform shall have toe boards complying with
relevant regulations if tools or other objects could fall on
employees below .
(iii) When the truck has controls, which are elevated with the
lifting carriage, means shall be provided for employees on the
platform to shut off power to the vehicle.
(iv) Employees on the platform shall be protected from exposure
to moving truck parts .
(v) The platform floor shall be skid resistant.
(vi) A truck operator shall be at the truck's controls when
employees are elevated unless the truck's controls are elevated
with the lifting carriage .
(vii) When the truck has controls elevated with the lifting
carriage, means shall be provided for employees on the platform to
shut off power to the vehicle .
·(viii) While employees are elevated, the truck may be moved
only to make minor placement adjustments.
Straddle trucks.
(a) Accessibility. Straddle trucks shall have a permanent means
of access to the operator's station, including any handholds
necessary for safe ascent and descent.
(b) Guarding. .
(i) Main sprockets and chains to the wheels shall be guarded as
follows:
(A) The upper sprocket shall be fully enclosed;
(B) The upper half of the lower sprocket shall be enclosed;
and
(C) The drive chain shall be enclosed to a height of eight feet
(2.44m) except for that portion at the lower half of the lower
sprocket.
(ii) Gears shall be fully enclosed and revolving parts which may
be contacted by the operator shall be guarded.
(iii) When straddle trucks are used in the vicinity of
employees, personnel deflecting guards shall be provided around
leading edges of front and rear wheels.
(c) Visibility. Operator visibility shall be provided in all
directions of movement.
Trailer -spotting tractors.
(a) Trailer-spotting tractors (fifth wheels) shall be fitted
with any hand grabs and footing necessary for safe access to the
fifth wheel.
(b) Rear cab windows shall be of safety glass or equivalent
materials
(a) "Approved power operated industrial truck" means one listed
or approved for the intended use by a nationally recognized testing
laboratory.
b) Approved trucks acquired and used after February 15, 1972,
shall bear a label or other identification indicating testing
laboratory approval.
(c) When the atmosphere in an area is hazardous, only
power-operated industrial trucks approved for such locations shall
be used.
Duties of operator.
(a) A power-driven vehicle operator's special duties are:
(i) To operate the vehicle in a safe manner.
(ii) To test brakes, steering gear, lights, horns, or other
warning devices, clutches, etc., before starting work.
(iii) To have the vehicle at all times under control so that it
can be brought to an emergency stop in the clear space in front of
the vehicle.
(iv) To back down any incline of two percent or more when
travelling with a load on the fork lift jitney.
(b) Unobstructed view. When travelling, power-propelled vehicles
shall at all times be operated in a manner giving the operator a
reasonably unobstructed view in the direction of travel. Where this
is impractical, the operator shall be directed in travel, by a
person designated to do so.
(c) Employee riding safety. Operators and authorized passengers
shall not be permitted to ride with legs or arms extending outside
any vehicle nor shall they be permitted to ride while standing
unless the vehicle is designed to be operated from a standing
position.
(d) Moving vehicles. Vehicles shall be controlled manually while
being pushed or towed except when a tow bar is used. Special
precautions shall be taken when pushing vehicles where view is
obstructed. Vehicles shall not be pushed with blades of a
forklift.
(e) Moving highway trailers. In all cargo operations involving
the use of highway trailers) trailers shall be moved in such a
manner that the moving trailer . is completely under control at all
times. Special caution shall be exercised when such trailers are
moving on inclines. Trailers shall be loaded in a manner, which
will prevent the cargo from shifting, and the load in the trailer
shall be evenly distributed so as not to cause the trailer to tip
to one side.
(f) Prohibited forms of riding. Riding on tongue or handles of
trailers or forks of power-propelled vehicles is prohibited.
(g) Regular seats for riders. No one except the operator shall
ride on power driven vehicles unless regular seats are provided to
accommodate passengers.
(h) Jumping on or off moving vehicles. Employees shall not jump
on or off moving vehicles.
(i) Reporting defects. If a power-driven vehicle is at any time
found to be in any way unsafe, the operator shall report same
immediately to the person in charge and such vehicle shall not be
used for production work until it has been made safe.
(j) Flat bed trucks or container chassis used to move intermodal
containers shall be equipped with pins, flanges, or other means to
prevent the container from shifting.
(k) Flat bed, low body trailers, and other similar
equipment used to transport containers shall be marked with
their cargo capacities and shall not be overloaded.
(1) Brake. Each tractor shall have all brake air lines connected
when pulling trailers equipped with air brakes and shall have the
brakes tested before commencing operations.
Reach Stacker
A Reach Stacker is one of the most flexible handling solutions
weather to operate a small terminal or a medium sized port. Reach
stackers are able to transport a container in short distances very
quickly and pile them in various rows depending on its access.
Reach stackers have gained ground in container handling in most
markets because of their flexibility and higher stacking and
storage capacity when compared to lift trucks. Using reach
stackers, container blocks can be kept 4-deep due to the second row
access.
There are also empty stackers that are used only for handling
empty containers. Unit handling conveyors Unit handling conveyors
are designed to handle packages, pallets, or any other unit format.
They are used to transport large, discrete items that can be
handled independently.
There are many types of unit handling conveyors. Examples
include air transfer tables, ball transfer tables, belt conveyors,
bucket conveyors, cart-on-track conveyors, chain conveyors, chute
conveyors, drag conveyors, monorails, and two-line conveyers, Air
transfer tables and ball transfer tables are unit handling
conveyors used in applications which require the manual rotation or
positioning of products. For example, an air transfer table or ball
transfer table may be used at a workstation where an operator needs
to quickly process packages for shipment. Air transfer tables and
ball transfer tables can also be used when more than two unit
handling conveyor lines converge and packages must be transferred
from one line to another.
Chute Conveyor
Unit/Bulk
Inexpensive
Used to link two handling devices
Used to provide accumulation in shipping areas
Used to convey items between floors
Difficult to control position of the items
Forward position of belt
Return position of belt
Chute conveyors and drag conveyors are the least expensive types
of unit handling conveyors. Typically, chute conveyors are used to
link two powered conveyors together, and for accumulation in
shipping areas. Spiral chutes are used to convey items from floor
to floor without using much space. The main limitation of chute
unit handling conveyors is the lack of control over the items being
conveyed. Drag conveyors or drag chain conveyors pull or drag
material through a tube or U -shaped trough. Sub-categories for
drag unit handling conveyors include tubular, round bottom, flat
bottom, and V-groove drag conveyors.
Used to transport bulk materials
When loaded, the belt conforms to the shape of the t:roughed
rollers and idlers. Bulk handling conveyors cany materials such as
grain, coal, pellets or any other powder, granular or bulk media.
Performance specifications include maximum load, load capacity,
speed, volume transported, and mass flow of material. There are
many different types of bulk handling conveyors. Major categories
include belt conveyors, bucket conveyors, chute conveyors,
diverters, drag conveyors, screw conveyors, slat conveyors,
vertical continuous conveyors, and vibrating conveyors.
Belt, bucket, and chute conveyors are common types of bulk
handling conveyors. Belt conveyors include flat belt, magnetic belt
and trough belt conveyors. They are the most commonly used type of
bulk handling conveyor because of their reliability, versatility,
and range of capacities. Bucket conveyors consist of a bucket
elevator and an endless belt or chain with a series of attached
buckets. The buckets are filled, lifted vertically to a head pulley
or sprocket, and dumped. Chute conveyors are the least expensive
way to move materials with a conveyor. Typically, chute conveyors
are used to link two powered conveyors together, and for
accumulation in shipping areas. Spiral chutes are used to convey
items from floor to floor without using much space. The main
limitation of chute conveyors is the lack of control over the items
being conveyed. Items can become wedged in the conveyor and cause
blockage.
Bulk handling conveyors include diverters, drag conveyors, and
screw conveyors. Diverters are used to move products off the main
conveyor by either pulling or pushing. Side-mounted diverters move
a product in one direction. Overhead diverters can shift a carton
to either side. Drag conveyors (drag chain conveyors) pull or drag
material through a tube or U-shaped trough. Sub-types include
tubular, round bottom, flat bottom, and V -groove drag conveyors.
Screw conveyors or auger conveyors are of simple, relatively low
cost construction. A screw conveyor consists of a helical flight
fastened around a rigid pipe or solid shaft, mounted within a
tubular or U -shaped trough. As the screw rotates, material heaps
up in front of the advancing flight and is pushed through the
trough. Particles in the heap, adjacent to the flight surface, are
canied part way up the flight surface and then flow down on the
forward-moving side of the heap.
Bucket Conveyor
Used to move bulk materials in a vertical or inclined path
.
Stowage Plans:
Drawing up of stowage plans using the principles of cargo work
as studied in units 1,2& 4.