ICHCA Publication P2

INTERNATIONAL SAFETY PANEL BRIEFING PAMPHLET # 2

SHIPS LIFTING PLANT

by

Tom Sims

ICHCA INTERNATIONAL PREMIUM MEMBERS:

ICHCA International Safety Panel Safety Briefing Pamphlet #2

ICHCA INTERNATIONAL LIMITED is an independent, non-political international membership organisation, whose membership comprises corporations, individuals, academic institutions and other organisations involved in, or concerned with, the international transport and cargo handling industry. With an influential membership in numerous countries, ICHCA International’s objective is the improvement of efficiency in cargo handling by all modes of transport, at all stages of the transport chain and in all regions of the world. This object is achieved inter-alia by the dissemination of information on cargo handling to its membership and their international industry. ICHCA International enjoys consultative status with a number of inter-governmental organisations. It also maintains a close liaison and association with many non-governmental organisations. ICHCA International has an Honorary President, a nine person Board and National Sections and a Regional Chapter in various countries, together with an International Registered Office in the U.K. The office’s primary role is to co-ordinate the activities of the organisation. It has an International Safety Panel and an International Research and Education Panel. The Registered Office maintains a unique and comprehensive database of cargo handling information, publishes bi-monthly electronic newsletters, an annual hard copy report and operates a dedicated technical enquiry service, which is available to members. It also organises a biennial Conference. Studies are undertaken and reports are periodically issued on a wide range of subjects of interest and concern to members and their industry. ICHCA International Limited Tel: +44 (0) 1708 735295 Suite 2, 85 Western Road, Fax: +44 (0) 1708 735225 Romford, Essex, RM1 3LS Email: [email protected] United Kingdom Website: www.ichcainternational.co.uk

©ICHCA International Limited

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International Safety Panel Briefing Pamphlet # 2

The International Safety Panel Briefing Pamphlet series consists of the following pamphlets: No. 1 International Labour Office (ILO) Convention No. 152 Occupational

Safety and Health in Dockwork (revised) No. 2 Ships Lifting Plant (revised) No. 3 The International Maritime Dangerous Goods (IMDG) Code (revised)) No. 4 Classification Societies (Revised) No. 5 Container Terminal Safety No. 6 Guidance on the Preparation of Emergency Plans (under revision) No. 7 Safe Cleaning of Freight Containers (revised) No. 8 Safe Working on Container Ships No. 9 Safe Use of Flexible Intermediate Bulk Containers (FIBCs) (Revised) No. 10 Safe Working at Ro-Ro Terminals No. 11 The International Convention for Safe Containers (CSC) No. 12 Safety Audit System for Ports No. 13 The Loading and Unloading of Solid Bulk Cargoes No. 14 The Role of the Independent Marine Surveyor in Assisting Claims

Handling No. 15 Substance Abuse No. 16 Safe Use of Textile Slings No. 17 Shore Ramps and Walkways No. 18 Port State Control No. 19 Safe Handling of Interlocked Flats No. 20 Unseen Dangers in Containers No. 21 Stow it right No. 22 Suspension Trauma No. 23 Safe Handling of Forest Products No. 24 Safe use of Road Vehicle Twistlocks No. 25 An Illustrated Guide to Container Size and Type Codes The International Safety Panel Research Paper series consists of the following research papers: No. 1 Semi-Automatic Twistlocks (under revision) No. 2 Fumes in Ships Holds (revised) No. 3 Health & Safety Assessments in Ports (under revision) No. 4 Container Top Safety, Lashing and Other Related Matters No. 5 Port & Terminal Accident Statistics (under revision) No. 6 Safe Handling of Radioactive Materials in Ports and Harbour Areas

(revised) No. 7 Ship Design Considerations for Stevedore Safety (under revision) No. 8 Safe Walkways in Port & Terminal Areas No. 9 Personal Protective Equipment & Clothing No. 10 Back Pain No. 11 Lifting Persons at Work for Cargo Handling Purposes in the Port

Industry The International Safety Panel Technical/Operational Advice series consists of the following:

No. 1 Vertical Tandem Lifting of Freight Containers No. 1A Vertical Tandem Lifting – Operations Checklist Plasticised Pocket Cards

© ICHCA International Limited


IIL/1 Dangerous Goods by Sea Documentation IIL/2 Dangerous Goods by Sea: The IMDG Code Labels, Placards, Marks

and Signs IIL/3 Confined Spaces on Board Dry Cargo Ships General Advice Series No. 1 Guidelines to Shipping Packaged Dangerous Goods by Sea – advice

to consignors and shippers Other titles in many of the series are in preparation This publication is one of a series developed by the International Safety Panel ("Safety Panel") of ICHCA International Limited ("ICHCA"). The series is designed to inform those involved in the cargo-handling field of various practical health and safety issues. ICHCA aims to encourage port safety, the reduction of accidents in port work and the protection of port workers' health.

ICHCA prepares its publications according to the information available at the time of publication. This publication does not constitute professional advice nor is it an exhaustive summary of the information available on the subject matter to which the publication refers. The publication should always be read in conjunction with the relevant national and international legislation and any applicable regulations, standards and codes of practice. Every effort is made to ensure the accuracy of the information but neither ICHCA nor any member of the Safety Panel is responsible for any loss, damage, costs or expenses incurred (whether or not in negligence) arising from reliance on or interpretation of the publication.

The comments set out in this publication are not necessarily the views of ICHCA or any member of the Safety Panel

All rights reserved. No part of this publication may be reproduced or copied without ICHCA's prior written permission. For information, contact ICHCA's registered office.



ICHCA International Limited - INTERNATIONAL SAFETY PANEL The International Safety Panel is composed of safety and training officers and directors, transport consultants, representatives from leading safety and training organisations, enforcement agencies, trade unions, insurance interests, institutions and leading authorities on the subject area from around the world. Mike Compton (Chairman), Circlechief AP, UK John Alexander, UK Martin Anderson, DP World. DUBAI Paul Auston, Checkmate UK Limited, UK David Avery, Firefly Limited, UK Peter Bamford, CANADA Bob Barnes, UK Jan Boermans, P&O Ports, THE NETHERLANDS Mike Bohlman, Horizon Lines, USA (Deputy Chairman) Roy Boneham, UK Bill Brassington, GeSeaCo, UK Jim Chubb, BMT Murray Fenton Limited, UK Gary Danback, IICL, USA Rob Dieda, SSA, USA Steve Durham, Trinity House, UK Patricia Esquival, OPCSA, SPAIN Margaret Fitzgerald, IRELAND Pamela Fry, P&O Ports, CANADA Fabian Guerra, Fabian Guerra Associates, EQUADOR Harri Halme, Min. of Social Affairs & Health, Dept for Occupational Health & Safety, FINLAND Daragh Henry, APM Terminals, THE NETHERLANDS Jeff Hurst, UK Peter van der Kluit, THE NETHERLANDS Fer van der Laar, IAPH, THE NETHERLANDS Larry Liberatore, OSHA, USA Kate Linley, Australian Maritime Safety Authority, AUSTRALIA Shimon Lior, Israel Ports, Development and Assets, ISRAEL Eric Luca, ECT, THE NETHERLANDS Kees Marges, THE NETHERLANDS Richard Marks, Royal Haskoning, UK Joachim Meifort, Hamburger Hafen-u Lagerhaus A-G, GERMANY Marios Meletiou, ILO, SWITZERLAND John Miller, Mersey Docks & Harbour Company, UK Al le Monnier, ILWU, CANADA Pedro J. Roman Nunez, Puertos del Estado, SPAIN John Nicholls, UK Nic Paines, Gordon, Giles & Coy Ltd, UK Benoit Passard, PEMA, SWEDEN Mick Payze, AUSTRALIA Irfan Rahim, International Maritime Organization, UK Captain Peter Lundahl Rasmussen, BIMCO, DENMARK Risto Repo, Accident Investigation Bureau of Finland, FINLAND Raymond van Rooyan, SAPO, SOUTH AFRICA Ron Signorino, The Blueoceana Company, Inc., USA Armin Steinhoff, Behörde für Arbeit, Hamburg, GERMANY Bala Subramaniam, INDIA Andrew Synnott, Patrick Stevedoring, AUSTRALIA



Markus Theuerholz, MacGregor-Conver, GERMANY Raoul de Troije, Confidence Shipmanagement Company BV, THE NETHERLANDS Hubert Vanleenhove, Hessanatie, BELGIUM Andrew Webster, TT Club, UK (Deputy Chairman) Evert Wijdeveld, Environmental & Safety Affairs, Deltalinqs, THE NETHERLANDS (Deputy Chairman) Bill Williams, Maersk Inc. USA Dave Wilson, Hutchison Ports (UK) Limited, UK OBSERVERS:

Capt. Jim McNamara, National Cargo Bureau, Inc., USA Charles Visconti, International Cargo Gear Bureau, Inc., USA CORRESPONDING/ASSOCIATED MEMBERS: Gerrit Laubscher, Estivar pty, SOUTH AFRICA Paul Ho, HIT, HONG KONG Paul Rossi, OSHA, USA

Richard Day, Transport Canada, CANADA Samuel Ng, Maritime Department, HONG KONG

The above lists those persons who were members of the Panel when the pamphlet was published. However, membership does change and a list of current members can always be obtained from the ICHCA International Secretariat.



About the Author Tom Sims was an apprentice through to Chief Officer on general cargo trades world-wide with Prince Line from 1949 to 1960. He then became Stevedoring Superintendent with A E Smith Coggings Ltd, Stevedores from 1960 to 1976 responsible for ship management, loading and discharging all cargoes. From 1968 he was Equipment Superintendent responsible for all mechanical and lifting equipment for the Group in London and Tilbury. He became Marine Equipment co-ordinator for Coubro & Scrutton Ltd from 1976 to 1994 dealing with Port Operators, Stevedores and Shipowners on Cranes, Derricks, Lifting Equipment, Container Securing and Ro-Ro Lashing. Since 1994, he has offered a consultancy service on lifting and securing equipment, the designing of lifting equipment and implementation of ISO Standards, EU Standards and Regulations. He is a Foreign Going Master and a chains and ships cargo gear tester and examiner. He assisted in developing chapters 4&5 of the third edition of the ILO Code of Practice on Health and Safety in Ports and was the technical consultant in developing PSO pocket cards on safe slinging.

.



CONTENTS

Item Page 1 What is Ships Lifting Plant? 1

2 What are the problems with Ships Lifting Plant? 1

3 How is Ships Lifting Plant kept in a safe condition? 1

4 What is the legal position? 2

4.4.1 Provision of safe lifting plant by ship 3 4.4.2 Use of safe lifting plant by cargo handlers 3

5 Duties 4

5.1 Ship 4 5.2 Shore 4

6 Records 4

7 Practical guidance for cargo handlers 5 Appendices

1 Definition of ships lifting plant

2 Meaning of thorough examination

3 Countries who have ratified ILO 152

4 Countries who have ratified ILO 32

5 Records required to be kept by ILO 152 Bibliography ISBN: 1 85330 095 0 978-1-85330-011-0 First Published 1993 Revised 2004 Second revision 2006



Ships Lifting Plant

1 What is ships lifting plant? 1.1 Ships lifting plant comprises mechanical lifting appliances and lifting gear

carried on board ship and used for the discharge and loading of cargo or ship’s stores or equipment.

1.2 Lifting appliances include:

• Derricks • Jib cranes • Derrick cranes • Transporter or gantry cranes • Fork lift trucks and mobile cranes carried by the ship • Cargo lifts

1.3 Stern ramps, side ramps, front ramps and internal ships ramps are classed

as access equipment and are not used as lifting appliances but lifting appliances are used to place and restow them. Therefore this type of access equipment is subject to the same requirements as for lifting appliances.

1.4 Ships lifting gear includes:

• Slings: wire rope, chain, fibre (man-made and natural) • Lifting chains • Lifting frames • Spreaders • Any other gear which is provided by the ship and used to

connect the load to the lifting appliance 1.5 See Appendix 1 for complete definitions of lifting plant, dockwork and the

ships covered by the provisions. 2 WHAT ARE THE PROBLEMS WITH SHIPS LIFTING PLANT? 2.1 Many ports in the world still rely upon ships lifting plant to load and

discharge cargo and port personnel should check whether the lifting plant is safe to use before operations commence (see Item 5).

2.1.1 The use of unsuitable or unsafe ships lifting plant for cargo handling has

resulted in the death or injury of port workers. The kind of problems found extend from lack of lubrication of the plant to situations where plant is clearly damaged or otherwise unfit or unsafe to use. This pamphlet is intended to give general advice and guidance to those who are responsible for providing and those who use shipborne cargo handling lifting plant for loading/discharge purposes.

3 How is ships lifting plant kept in a safe condition? 3.1 Controls on ships lifting plant are laid down in Convention 152 of the

International Labour Office (ILO 152). This was adopted in 1979. Appendix 1 explains which ship types are covered by the Convention. Appendix 3 lists those port/flag states that have ratified ILO 152 and Appendix 4 lists those

1 © ICHCA International Limited


port/flag states that ratified the earlier ILO 32 (see Safety Briefing Pamphlet #1).

3.2 This Convention deals with health and safety in dockwork and specifies that

each item of ships lifting plant must be –

a) tested when new, or after repair or modification, to ensure that its lifting capacity has not been affected and then shall be given a thorough examination,

b) given a thorough examination at least once in every 12 months (see Appendix 2 for explanation of thorough examination).

3.3 In addition, every lifting appliance on board ship must be tested once in

every five years. 3.4 The thorough examinations and testing must be carried out by a person

competent to do so and this normally means a person employed by –

• a classification society (see Safety Briefing Pamphlet # 4).

• or

• a competent shore based contractor. 3.5 Shipborne personnel may also carry out some of this work if competent but

it needs time, equipment and expertise to do so. A thorough examination includes stripping down blocks, for example, and testing requires special equipment.

3.6 International Labour Office (ILO) Convention 32, which was adopted by ILO

in 1932, was subsequently replaced by ILO 152. ILO 152 has a higher standard than ILO 32, the main differences relating to ships lifting plant being -

• the previous system of a thorough examination of ships derricks every four years (the quadrennial or quad) together with an annual inspection, has been replaced by the requirement for an annual thorough examination,

• regular testing of lifting appliances is now required. 4 What is the legal position? 4.1 The legal situation is complex. 4.2 ILO Convention No 152 has “advisory” status internationally. This means

that each maritime nation has to ratify (i.e. sign) the Convention and then incorporate it in its own national laws for the Convention to have legal effect in that country. Appendix 3 lists those countries that have ratified ILO 152 and Appendix 4 lists those countries that ratified ILO 32.

4.3 Many other nations are working towards reflecting the higher standards of

ILO 152. Some nations may not be able to ratify the Convention. For example, Governments based on a federal structure cannot sign on behalf of their individual states. However, they normally seek to follow the provisions of such Conventions.



4.3.1 Such countries include Australia – which has adopted the standards of ILO

152 (Marine Orders, Part 32), Canada – which is about to adopt new Tackle Regulations that will have the same effect, and the USA – which has adopted a new Terminal Standard (CFR 1917) and revised Safety and Health Regulations for Longshoring (CFR 1918).

4.4 This leads to a possible nine different legal positions concerning the

provision and use of ships lifting plant for cargo operations that might apply in a given country’s ports.

4.5 A ship calling at a foreign port and intending to provide safe lifting plant

could find -

4.5.1. The Merchant Shipping law governing the port state in question fully incorporates ILO 152 and requires all ships, of whatever flag state, to comply with the standards of ILO 152 when loading/discharging cargo in that country’s ports. The port state may or may not have actually ratified ILO 152. The flag state may or may not have actually so ratified either.

or

4.5.2 The port state has fully incorporated ILO 152 into its Merchant Shipping laws, but foreign flag ships are allowed to reflect the standard of their own flag when in the port state’s ports. The port state’s own flag ships would be required to follow the port state’s national law.

or

4.5.3 The foreign flag state has adopted ILO 152 and, therefore, observes that standard irrespective of the port of call.

or

4.5.4 The foreign flag state has adopted the earlier ILO 32 but has not yet adopted the higher standards of ILO 152.

or

4.5.5 The foreign flag state has adopted neither ILO 32 nor ILO 152. 4.6 A ship calling at a foreign port where the local stevedores will use the ship’s

lifting plant for cargo handling purposes could find -

4.6.1 The port state has incorporated ILO 152 into its workplace safety laws and requires examination of the ships’ documents and inspection of the ships lifting plant before use.

or

4.6.2 The port state has incorporated ILO 32 into its workplace safety laws which also require examination of the ships’ documents and inspection of the ships lifting plant before use.

or



4.6.3 A few port states have adopted more stringent requirements than ILO 32 or ILO 152 regarding ships lifting plant being used in its own ports.

or

4.6.4 The port state does not have any specific shoreside safety law concerning ships lifting plant (for further information on the legal requirements of ILO 152 see Safety Briefing Pamphlet #1).

5 Duties

5.1 The basic duties of the ship’s owner and master are to ensure -

• that the ships lifting plant is safe after being installed, it is maintained in a safe condition, all the necessary examinations and tests are carried out at the correct intervals and examinations and tests are properly recorded.

• Where ships’ crew use the ships lifting plant, they should do so in a safe manner.

5.2 The duty of the shore based employer whose personnel will use the ships

lifting plant for loading or discharge is to check that the ships lifting plant documents are in order and visually check (as far as is possible) that the plant is safe to use. This is usually carried out by an experienced member of the employer’s staff who is going to be in charge of the loading/discharging operation.

5.3 The shore based employer and his employees must operate the lifting plant

in a safe manner. 6 Records 6.1 Both ILO 32 and 152 require the ship to keep records of every item of ships

lifting plant and the various tests and examinations on board. 6.2 ILO 32 detailed particular forms to be used, whereas ILO 152 has adopted a

slightly different approach, with the details needing to be recorded being specified but the manner of recording them left flexible. See Appendix 5 for the documentary requirements of ILO 152.

6.3 The records under ILO 32 normally consist of a ships gear register which

has different parts for the lifting plant detail, the tests, the thorough examinations and the annual inspections. To assist in the standardisation of procedures, the ILO adopted model documents that could be used.

6.4 In each case individual test and thorough examination certificates should be

kept with any other relevant documents and be available for inspection. 6.5 Proper planning should ensure against a test or thorough examination

running out while the ship is at sea. If this does happen a postponement of the test or thorough examination may be agreed with the appropriate authority. However, whilst some nations accept postponements, many others do not. Both ship’s management and stevedore should be aware of the shoreside law of the port state regarding postponements. If acceptable within the law, postponements should only be for a short period of time and



authorised by a classification society or surveyor of the maritime administration of the flag state.

7 Practical Guidance for Cargo Handlers 7.1 In addition to examining the test and certification documents/records, cargo

handlers must physically check the actual ships lifting plant that is to be used and that it is properly identified by the documentation.

7.2 This will only need to be done for the lifting plant to be driven and/or used for

loading or discharge of cargo/stores/equipment. If the crane at No 1 hatch is to be used but not the others, that will be the only lifting appliance that needs to be examined.

7.3 Cargo lifts are classified as ships lifting plant and may be operated either by

shoreside or ships personnel. 7.4 Cargo lifts should be treated as ships lifting plant before being used,

whether on their own or with other cargo handling equipment or vehicles. 7.5 The extent of examination of the ships lifting plant will depend upon the age

and apparent condition of the ship, its plant and the regularity of handling in the port. In some circumstances a simple check will be enough. On the other hand, there will be situations in which a more extensive examination should be made.

7.6 The condition of the ships lifting plant to be used should be checked as far

as is reasonable. Where appropriate, this should include the rigging of derricks (checking with the ships’ rigging plans) and derrick cranes. A stevedore would not normally examine the topping gear (or span gear), except where attached to the deck or winches, unless there was a particular reason for doing so.

7.7 The publications listed in the bibliography provide detailed advice on

examination of derricks, cranes, hooks, shackles, wires, blocks, splices, wire rope grips and other deck and access equipment (including marking).

7.8 If an unacceptable condition is found, e.g. “Liverpool” splices on running

gear, or damaged wires, the stevedore must insist on it being replaced before that particular item of lifting plant issued.

7.9 Ships masters operating ships on regular routes will be familiar with the

requirement of the port states at which the ship calls. The documentation and ship lifting plant checks should not therefore take time nor delay cargo work provided the ships lifting gear is in good order.

7.10 Where, however, the ship does not have lifting plant which fully complies

with the requirements, both the record check and plant examination could take an extended time.

7.11 Should there be a difference of opinion, e.g. as to whether a particular splice

was acceptable or not, independent advice from either a surveyor from the local maritime administration, inspector from the shoreside enforcement agency, or person from a competent shorebased contractor or classification society should be sought.



7.12 If a stevedore determines that a particular lifting appliance should not be

used he can consider the following options:

hire-in another lifting appliance, either shoreside or floating crane,

leave the cargo operations to the ships crew if the equipment is very specialised,

change method of discharge,

insist on new thorough examination or test (as appropriate) being carried out.



Appendix 1

Definition of ships lifting plant, dockwork and Ships covered by ILO Convention 152

LIFTING APPLIANCE

All stationary or mobile cargo-handling appliances, including shore-based power operated ramps, used on shore or on board ship for suspending, raising or lowering loads or moving them from one position to another while suspended or supported. LOOSE GEAR

Any gear by means of which a load can be attached to a lifting appliance but which does not form an integral part of the appliance or load. LIFTING PLANT

Consists of all lifting appliances and loose gear. DOCKWORK

All and any part of the work of loading or unloading any ship as well as any work incidental to it – the definition of such work to be established by national law or practice. SHIPS

The term “ship” covers any kind of ship, vessel, barge, lighter or hovercraft excluding ships of war. However, the Convention provides that member Governments may exempt dockwork in relation to small ships if the work is irregular and in relation to fishing vessels providing that safe working conditions are maintained and that the competent authority is satisfied that it is reasonable to do so.



Appendix 2

Meaning of thorough examination A detailed visual examination by a competent person, supplemented if necessary by other suitable means or measures, in order to arrive at a reliable conclusion as to the safety of the appliance or item of loose gear examined.



Appendix 3

Countries that have ratified ILO 152

Brazil Congo Cuba Cyprus Denmark Ecuador Egypt Finland France Germany Guinea Iraq Italy Jamaica Lebanon Mexico Netherlands Norway Peru Russian Federation Seychelles Spain Sweden Tanzania Turkey



Appendix 4

Countries that ratified ILO 32

Algeria Argentina Bangladesh Belgium Bulgaria Byelorussian SSR Canada Chile China Honduras India Ireland Italy Kenya Malta Mauritius Netherlands New Zealand Nigeria Pakistan Panama Sierra Leone Singapore Ukrainian SSR USSR United Kingdom Uruguay Yugoslavia



Appendix 5

Records required to be kept by ILO 152 A register of the lifting appliances and items of loose gear shall be kept in a form prescribed by the competent authority, account being taken of the model recommended by the International Labour Office. The register shall comprise certificates granted or recognised as valid by the competent authority, or certified true copies of the certificates, in a form prescribed by the competent authority, account being taken of the models recommended by the International Labour Office in respect of the testing, thorough examination and inspection, as the case may be, of lifting appliances and items of loose gear.



BIBLIOGRAPHY ILO Convention No 32 ILO Convention No 152 ILO Code of Practice “Safety and Health in Ports” 2005

- Chapter 4 lifting appliances and loose gear - Chapter 5 Safe use of lifting appliances and loose gear.

Obtainable from: ILO Publications, International Labour Office, CH-1211 Geneva 22, Switzerland.

PMA/ILWU Safety Code (as amended)

Obtainable from: Pacific Maritime Association, Sacramento Street Tower, 550 California Street, San Francisco, California 94104, USA.

ISO3078 Shipbuilding – Cargo winches ISO 1660 Cranes - Safe Means of Access ISO 2308 Hooks for lifting freight containers up to 30 tonnes capacity – Basic

requirements ISO 2415 Shackles ISO 3874 Series 1 Freight Containers – Handling and Securing. This includes lifting ISO containers without spreaders ISO 4301 Crane Classification ISO 4308 Wire Ropes ISO 4310 Testing Cranes ISO 4390 Examination of Wire Ropes ISO 6043 Ship building and marine structures – Eye and fork assemblies under tension load – Main dimensions ISO 6044 Ship building and marine structures – Derrick boom head fittings –Main

dimensions ISO 6045 Ship building and marine structures – Bearings for derrick goosenecks-

assemblies and components ISO 8087 Mobile Cranes-Winch and Drum Sizes ISO 8148 Shipbuilding and marine structures – Derrick boom head fittings – Fixed

type ISO 8314 Shipbuilding and marine structures – Trunnion pieces for span bearings

and lead block bearings



ISO 8793 Spliced Eyes ISO 9926 Training of Crane Drivers ISO 10245 Limit Switches ISO 12480, Part1: Guidance on the Safe Use of Cranes ISO 15513 Competence of Crane Drivers Obtainable from International Organization for Standardization, 1 rue de

Varembe, Caisse Postale, CH-1211 Geneva 20, Switzerland

The following regulations have been drawn up for use in the European Economic Community and are included for reference. Please consult your own Standard Authority for their equivalents. EN 292, Part 2: Safety of Machinery EN 1050 Safety of Machines-Principles of Risk Assessment EN 1677, Part 1: Components for Slings - Forged Steel. Grade 8 Part 2: Hooks with Latches-Grade 8 Part 3: Self Locking Hooks-Grade 8 Part 4: Links-Grade 8 Part 5: Hooks with Latches-Grade 4 Part 6: Links-Grade 4 EN 12385, Part: Steel Wire Ropes, General Requirements Part 2: Definitions Part 3: Use and Maintenance Part 4. Stranded Ropes for General Lifting EN 13411, Part 1: Terminations for Steel Wire Ropes, Thimbles Part 2: Splicing of Eyes for Slings Part 3; Ferrules and Ferrule Secured Eyes Part 4: Resin and Metal Socketing Part 5; “U” Bolt, Wire Rope Grips. Part 6: Asymmetric Wedge Socket EN 13414, Part 1: Steel Wire Rope Slings Part 2: Safety, Selection and Discard Part 3: Grommets and Cable Laid Slings EN 13889 Forged Steel Shackles Dee & Bow- Grade 6 The following regulations have been drawn up for use in the United Kingdom and are included for reference. Please consult your own Standards Authority for their equivalents. BSMA 17 Specification for Derrick Boom Clamps BSMA 20 Specification for the Presentation of Ships Cargo Gear Particulars



BSMA 28 Dimensions of Tracks for Masts and Deck Fittings BSMA 31 Specification for Ships Deck Machinery – Cargo Winches BSMA 47 Code of Practice for Ships Cargo Blocks BSMA 48 Code of Practice for the Design of Ships Derrick Rigs BSMA 79 Specification for Jib Cranes Ship Mounted BSMA 81 Specification for Ships Derrick Fittings BS 320, Part 3: Zinc Coated Wire Ropes for Ships Part 5: Wire Rope for hauling Part 7: Large Diameter Wire Rope Part 8: Higher Breaking Wire Rope BS 463, Part 1; Specification for Sockets for Wire Rope. Imperial measurements Part 2: Specification for Sockets for Wire Rope. Metric measurements ISO 2415 (DC01/711555) Forged Shackles Dee & Bow (BS 3032) BS 3551 Alloy Shackles BS 4018 Specification of Blocks for wire rope max. 25t in combination BS 4344 Pulley Blocks for Fibre Rope BS 4536 Pulley Blocks for Wire Rope BS 5744 Code of Practice for the Safe Use of Cranes BS 7121, Part 1: Safe Use of Cranes - General Part 2: Code of Practice for the Inspection, Testing and Examination Part 3: Mobile Cranes Part 4: Lorry Mounted Cranes Part 5: Tower Cranes Part 11: Offshore Cranes Part 12: Recovery Vehicles and Equipment BS 7167 Bordeaux Connections

Obtainable from British Standards Institution, Linford Wood, Milton Keynes, MK14 6LE

Maritime and Coastguard Agency: Code of Safe Working Practice for Merchant Seaman.

Obtainable from The Stationary Office, PO Box 276, London, SW8 5DT, England


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