Rules-No.5 Rules For Lifting Appliances of Ships and Offshore Installations 2007

CHINA CLASSIFICATION SOCIETY
RULES FOR LIFTING APPLIANCES

OF SHIPS AND
OFFSHORE INSTALLATIONS
2007
Effective from April 1 2008
BeiJing
CONTENTS
CHAPTER 1 SURVEYS AND CERTIFICATION.........................................................................................1
1.1
APPLICATION.........................................................................................................................................1
1.2
DEFINITIONS..........................................................................................................................................1
1.3
PLANS AND DOCUMENTS...................................................................................................................2
1.4
CLASS NOTATIONS................................................................................................................................4
1.5
SURVEYS.................................................................................................................................................4
1.6
CERTIFICATION......................................................................................................................................9
CHAPTER 2 DERRICK SYSTEMS.............................................................................................................12
2.1
CALCULATING CONDITIONS AND LOADS....................................................................................12
2.2
SLEWING DERRICK AND UNION PURCHASE RIGS.....................................................................13
2.3
DERRICK BOOMS................................................................................................................................15
2.4
MAST AND DERRICK POST................................................................................................................17
CHAPTER 3 CRANES, LIFTS AND RAMPS.............................................................................................19
3.1
GENERAL PROVISIONS......................................................................................................................19
3.2
SHIPBOARD CRANES..........................................................................................................................19
3.3
OFFSHORE CRANES............................................................................................................................35
3.4
SUBMERSIBLE HANDLING SYSTEMS.............................................................................................37
3.5
HEAVY LIFT CRANES..........................................................................................................................38
3.6
CRANE PEDESTALS.............................................................................................................................38
3.7
CARGO AND VEHICLE LIFTS............................................................................................................39
3.8
VEHICLE RAMPS..................................................................................................................................47
3.9
PASSENGER AND CREW LIFTS.........................................................................................................50
3.10 STRENGTH OF SUPPORTING STRUCTURE OF CRANE PEDESTALS.........................................55
CHAPTER 4 MACHINERY, ELECTRICAL INSTALLATIONS AND CONTROL
ENGINEERING SYSTEMS....................................................................................................60
4.1
4.2
CONTROLS AND SAFEGUARDS OF LIFTS FOR PASSENGERS AND CREW..............................60
4.3
CONTROLS AND SAFEGUARDS OF LIFTING APPLIANCES FOR CARGO HANDLING..........61
CHAPTER 5 FITTINGS, LOOSE GEAR AND ROPES.............................................................................64
5.1
5.2
FITTINGS...............................................................................................................................................64
5.3
LOOSE GEAR........................................................................................................................................65
5.4
ROPES....................................................................................................................................................65
CHAPTER 6 MATERIALS AND WELDING.............................................................................................67
6.1
6.2
ROLLED STEELS..................................................................................................................................67
6.3
STEEL FORGINGS................................................................................................................................69
--
6.4
6.5
STEEL CASTINGS.................................................................................................................................70
WELDING..............................................................................................................................................70
CHAPTER 7 TESTING..................................................................................................................................72
7.1
7.2
TESTING OF LOOSE GEAR................................................................................................................72
7.3
BREAKING TESTS OF ROPES............................................................................................................73
7.4
TESTING OF LIFTING APPLIANCES.................................................................................................74
7.5
RETESTING OF LIFTING APPLIANCES............................................................................................75
CHAPTER 8 MARKING...............................................................................................................................76
8.1
MARKING OF LOOSE GEAR..............................................................................................................76
8.2
MARKING OF LIFTING APPLIANCES..............................................................................................76
APPENDIX 1 CRITICAL STRESS FOR VARIOUS MEMBERS SUBJECTED TO
COMPRESSION......................................................................................................................78
APPENDIX 2 DERRICK FITTINGS.............................................................................................................84
APPENDIX 3 REGISTER OF LIFTING APPLIANCES AND CARGO HANDLING GEAR................97
APPENDIX 4 CONDITIONS OF RATIFICATIONS OF ILO CONVENTIONS NO.32
AND NO.152 BY PORT STATE AUTHORITIES..............................................................108
--
CHAPTER 1SURVEYS AND CERTIFICATION

1.1APPLICATION
1.1.1The Rules are applicable to the following lifting appliances used on board ships and offshore
installations:
(1) derrick rigs, including derrick cranes;
(2) cranes;
(3) submersible handling systems;
(4) passenger and crew lifts;
(5) cargo and vehicle lifts (where the certificate for lifting appliances is necessarily to be issued) and vehicle
ramps (where the certificate for lifting appliances is necessarily to be issued).
1.1.2Lifting appliances other than those described in 1.1.1 of this Chapter may be considered in accordance
with the principles of the Rules.
1.1.3The materials and the welding for lifting appliances are to comply with the applicable requirements of
CCS Rules for Materials and Welding.
1.1.4The relevant standards acceptable to CCS may be used as the equivalent to the requirements of the
Rules, provided all the forces resulting from the intended mode of operation for the lifting appliances are taken
into account.
1.1.5The standards recognized by CCS for fittings and loose gear will in general be accepted as the equivalent
to the requirements of the Rules.
1.1.6Alternative arrangements or fittings and loose gear which are equivalent to those required by the Rules
may be used.
1.1.7For novel lifting appliances or lifting appliances with special functions, additional plans and documents
are to be submitted in addition to those normally required.
1.2DEFINITIONS
1.2.1For the purpose of the Rules:
(1) Lifting appliances mean derrick rigs, derrick cranes, cranes, lifts and ramps installed on board ships or
offshore installations, as appropriate, for the purpose of handling or transferring cargo, equipment, goods, or
persons, etc.
(2) Light derricks mean the derricks or derrick cranes of which the safe working load is equal to or less than
98 kN.
(3) Heavy derricks mean the derricks or derrick cranes of which the safe working load is more than 98 kN.
(4) Derrick cranes mean the derricks as rigged with twin span tackles and may be handled under loaded condition
by one operator to complete hoisting, slewing and lifting operations.
(5) Loose gear means the gear which is not permanently attached to the lifting appliances, such as chains, triangle
eyeplates, hooks, blocks, shackles, swivels, sockets, preventer guys with patent clips and rigging screws, etc.
Lifting beams, spreaders, frames and similar items of equipment are also considered as loose gear.
(6) Fittings mean fittings which are permanently attached to the derrick booms, masts or derrick posts, decks,
superstructures or other structures such as eyeplates, derrick heel assemblies, gooseneck bearings including
gooseneck pipes, derrick bands and built-in sheaves, etc.
(7) Safe Working Load (SWL):
Safe working load of a lifting appliance means the maximum static load the appliance is certified to be
capable of sustaining whilst correctly rigged under the design operation.
Safe working load of loose gear means the maximum load for which the gear has been designed and
tested. This load is not to be less than the maximum load to which the gear will be subjected when the
lifting appliance is operating at its SWL.
--
(8) Standard service conditions are the conditions under which the SWL of a lifting appliance is ascertained. It
is to include all of the following conditions:
the angle of heel not exceeding 5 and a trim of 2 during the operation of the appliance;
the appliance being operated in harbour;
the appliance being operated at a wind speed not exceeding 20 m/s and a corresponding wind pressure
not exceeding 250 Pa;
the motion of lifting load being free from any external conditions;
the nature of the lifting operations in terms of their frequency and dynamic characteristics being
compatible with the load of factor permitted in the Rules for the appliances concerned.
(9) Specified service conditions mean the operating conditions for the design of an appliance, which are more
onerous than those as described in the standard service condition in virtue of any of the following operational
and environmental conditions being applicable:
the angle of heel and/or trim of a ship exceeding those as specified in the standard service conditions;
the appliance being operated in an unsheltered area;
the appliance being operated at a wind speed exceeding 20 m/s and a corresponding wind pressure
exceeding 250 Pa;
the load not being at rest at the time when the appliance commences the lift;
the motion of lifting load not being free from the external constraints;
the nature of the lifting operation in terms of their frequency and dynamic characteristics not being
compatible with the factor load permitted in the Rules for the appliances concerned.
(10) Factor load means the loads (excluding wind load) to be considered in designing a lifting appliance, expressed
as follows:
factor load = live load duty factor dynamic factor
(11) Live load is the sum of the safe working load (SWL) of an appliance and the static weight of any component
of the appliance which is directly connected to, and undergoes the same motion as, the safe working load during
the lifting operation.
(12) Duty factor is a factor which makes allowances for the frequency and state of loading for which a lifting
appliance is to be considered in design.
(13) Dynamic factor is a factor which takes account of all the dynamic effects of the appliance arising from its
lifting operation, and by which the live load is multiplied to represent the load for all dynamic effects on the
system.
(14) Dead load is the self-weight of any component of the lifting appliance which is not included in the live
load.
(15) Design stress is the maximum stress permitted in the Rules to which any component part of a lifting appliance
may be subjected when the appliance is lifting its safe working load (SWL), that is, when the appliance is
subjected to the factor load plus the specified lateral and wind loads.
(16) General examination is to take the form of a visual inspection of the lifting appliances, which is to be supported
by other means as necessary and carried out so far as practical to achieve a sound view on components in
question. For this purpose, components or parts are to be dismantled for more thorough examination where
considered necessary.
(17) External examination is to take the form of a visual inspection of the lifting appliances by checking for
deformation or other defects of components, such as chafe or excessive wear and corrosion.
1.3PLANS AND DOCUMENTS
1.3.1In the case of derrick rigs the following plans and documents are to be submitted for approval:
(1) a rigging (including derrick cranes) plan, indicating the layout of the light derricks, heavy derricks and
union purchase and the portions of individual items of loose gear;
(2) force diagram of derrick rigs and in the case of union purchase rigs also the working range and specified
data;
(3) scantling plans of masts, derrick posts and stays where fitted;
(4) scantling plans of derrick booms including their head and heel fittings;
--
(5) details of gooseneck bearing bracket, gooseneck pins, span eyeplates, guy eyeplates and similar fittings;
where recognized international standards or national standards appropriate are in use, only a list of fittings
indicating material, safe working loads and the standards with which the fittings have been manufactured in
compliance is to be submitted;
(6) the material specification for steels including grades of steel, welding consumable and type and size of welds
to be used in the mast, derrick boom and associated fittings as shown in (3), (4) and (5) above;
(7) strength and/or stability calculations for masts, derrick posts and stays (if fitted) and derrick booms.
1.3.2The following plans and documents for derrick rigs are to be submitted for information:
(1) a list of blocks, chains, shackles, hooks, swivels and other items of loose gear indicating material, safe
working load, proof load and the standards under which they have been manufactured;
(2) a list of wire and fibre ropes indicating size, construction, finish and certified breaking loads, normal tensile
strength being indicated for wire ropes.
1.3.3In the case of crane systems, the following plans and documents are to be submitted for approval:
(1) general arrangement of crane, including specification of principal operational parameters;
(2) force analysis for the crane system;
(3) the layout of lifting, luffing, slewing and travelling mechanisms, including the arrangement and functions
of overload protection, overmoment protection and various limit switches;
(4) strength calculations of main items, clearly indicating the design basis, operating criteria, rated capacity,
weights and centres of gravity of the crane parts and relevant national standards;
(5) stability calculation of crane, as applicable;
(6) structural plans of all main components comprising the crane including jib, tower, platform, gantry, logies,
slewing ring, pedestals, rails, stowage arrangement, indicating their structures, scantlings and grades of steel,
welding consumable and type and size of welds.
1.3.4The following plans and documents for crane systems are to be submitted for information:
(1) details of sheaves, axles, pivot pins, wheels, spreader beams, slewing ring, slewing ring bolts and similar
items and the specification of the grade of steel to be used;
(2) details of blocks, hooks, swivels, lifting beams, spreaders, frames and other items of loose gear, indicating
material, safe working load (SWL), proof load and the standard to which they have been manufactured;
(3) the size, construction, finish and certified breaking loads of and normal tensile strength for wire ropes to be
used.
1.3.5In the case of lifts and ramps, the following plans and documents are to be submitted for approval:
(1) design specifications, including materials to be used;
(2) all main structural plans;
(3) details of sheaves and sheave supports;
(4) calculation clearly indicating the ratings, vehicle loads, wheel centres, tyre prints, working range and angles,
weights and centres of gravity of component parts;
(5) reeling arrangements;
(6) the size, construction, finish and certified breaking loads of wire ropes and chains;
(7) typical layout, including the details of lift car construction and guide rails, as applicable;
(8) typical entrances, as applicable;
(9) landing door fire test specification in the lift trunk, as applicable;
(10) arrangement and details of the lift trunk including safety devices, as applicable.
1.3.6The following plans and documents with respect to machinery, electrical and control systems are to be
submitted for approval:
(1) general arrangement of the control cabinet(s) and/or control station;
(2) arrangement of power switchboard and its circuit diagrams;
(3) diagrams of electrical circuit system indicating the specifications of equipment and cables, grade of insulation,
rated current, types of various electric protections and their rated capacity and manufacturers;
(4) short circuit current calculations for the bus-bar of the main and auxiliary switchboards and the output ends
of transformers;
--
(5) schematic diagrams of control circuits, interlocks and alarm system, including hydraulic, pneumatic and
electric power;
(6) details of safety devices, including securing and latching arrangement;
(7) particulars of hydraulic rams and operating systems, if fitted.
1.3.7The following plans and documents for machinery, electrical and control systems are to be submitted for
information:
(1) specifications for the operation and application;
(2) general arrangement of motor room including their power units and specifications;
(3) general arrangement of hoisting, luffing, slewing and travelling machanisms together with the technical
instruction of these components.
1.3.8The strengthening plans for connection of the lifting appliance to hull structure are to be submitted for
approval.
1.4CLASS NOTATIONS
1.4.1Upon satisfactory completion of all tests and surveys of the lifting appliances for classification purposes
and issue of all the appropriate test and survey certificates and the Register of Lifting Appliances and Cargo
Handling Gear in accordance with the Rules, the Surveyor is to recommended the Headquarters of CCS to
assign the class notation Lifting Appliance and enter this in the Interim Classification Certificate for Hull.
1.4.2The Surveyor is to report the survey in a form of survey report (Form CG) to the Headquarters of CCS,
together with copies of all issued certificates and documents.
1.4.3The class notation will be formally assigned and entered in the Classification Certificate for Hull and in
related documents by CCS after approval.
1.5SURVEYS
1.5.1General requirements
1.5.1.1The lifting appliances are to be subject to an initial survey before being taken into use. Periodical tests
and surveys are to be carried out after the lifting appliances being taken into use.
1.5.1.2All loose gear prior to initial use for the lifting appliances, as well as the replaced or repaired
components which affect the strength when in use, are to be proof tested and thoroughly examined.
1.5.1.3Where a major accident occurs or a major defect is found, and the components to be replaced or
repaired affect the strength, the master or the owner is to report to CCS so that the related lifting appliances can
be surveyed in time.
1.5.1.4The testing, proof test, survey and examination as stated in this Chapter are to be carried out in
accordance with CCS rules or equivalent provisions recognized by CCS.
1.5.1.5The loose gear and wire ropes, other than those having been satisfactorily examined within the last
three months, are to be inspected by the responsible persons onboard the ship before each use. Ropes with
broken wires are to be inspected at least once a month.
1.5.1.6Types of survey for lifting appliances are as follows:
(1) initial survey;
(2) annual survey;
(3) renewal survey (i.e. quadrennial thorough survey);
(4) damage and repair surveys;
(5) postponement survey.
1.5.1.7The above-mentioned surveys are to be carried out in accordance with the requirements of this
Section.
1.5.1.8Other requirements
--
(1) Where the lifting appliances are laid up or repaired for more than 12 months, an inspection is to be carried
out before they are re-taken into use. The extent of the test and examination is to be determined depending on
the types of survey to be carried out in the laid-up or repair period. For example, if the renewal survey and load
test are due, the testing and survey are to be completed and the certificate is to be issued accordingly, and the
new period of the renewal survey is to start from the date of completion of such testing and survey.
(2) In view of the attitude that some National Authorities adopt with respect to the competence and
independence of the person carrying out the survey, such as the ships officer, it is recommended that only the
CCS Surveyor carry out the survey and issue certificates if delays and inconvenience to the owner are to be
avoided.
(3) Other surveys not previously specified, if requested by the owner, will be specially considered by CCS, but
the separate instructions are to be supplied by the owner.
(4) Any item such as a mast or crane pedestal, which is permanently fitted to a ships structure and which
is designed to support a lifting appliance, does constitute part of the classed ship and is to comply with the
appropriate classification requirements, even where the lifting appliance itself is not classed or certified by CCS.
1.5.2Initial surveys
1.5.2.1An initial survey is to consist of:
(1) examining plans and documents to be submitted by the applicant in triplicate for approval and information
as required by 1.3, except for the manufactures having been approved by CCS;
(2) checking the approved design drawings and technical documents of the lifting appliance;
(3) examining that the arrangement, components, scantlings, devices, materials, welding and workmanship of
the lifting appliance are to comply with the approved plans and documents;
(4) examining the fittings and loose gear of the lifting appliance one by one together with their certificates and
checking the marks;
(5) thoroughly examining the lifting appliance during installation and testing to be carried out after installation
in accordance with Chapter 6 so as to confirm that all equipment operates effectively and safely, and that any
cutouts, controls and similar devices function correctly. After testing, the installation, including the supporting
structure, is to be examined to ensure that no deformation or distortion has occurred.
Works testing of cranes cannot be accepted as an alternative to onboard testing.
1.5.2.2After a satisfactory initial survey, the related certificates as specified in 1.6 are to be issued, and the
Register of Lifting Appliances and Cargo Handling Gear is to be endorsed.
1.5.2.3Initial surveys of existing installations on board ships may be carried out in accordance with the
following requirements:
(1) The arrangements, scantlings, calculations, instructions and relevant information of the installation are to be
submitted to CCS for examination.
(2) All loose gear for the installation is to be examined to verify that the item is individually marked and
certified. Where certificates are missing, items are to be proof tested and remarked.
(3) A thorough survey of the installation and supporting structure is to be carried out equivalent to a renewal
survey, and load testing is to be carried out as required by Chapter 6.
(4) After a satisfactory survey, the related certificates as specified in 1.6 are to be issued, and the Register of
Lifting Appliances and Cargo Handling Gear is to be endorsed.
1.5.2.4The lifting appliances on board the ships classed with one IACS member, when required for the
transfer of class to CCS, are to be surveyed and certified as follows:
(1) Where an existing ship is at the time of a renewal survey, such testing and survey are to be carried out in
accordance with the requirements for renewal surveys of this Chapter. After a satisfactory survey, the testing
and survey certificates are to be issued, and a new Register of Lifting Appliances and Cargo Handling Gear is to
be endorsed for the renewal survey.
(2) Where an existing ship is at the time of an annual survey, such testing and survey are to be carried out in
accordance with the requirements for annual surveys of this Chapter. After a satisfactory survey, a new Register
of Lifting Appliances and Cargo Handling Gear is to be issued and endorsed for the annual survey, and the
various testing and survey certificates of the existing ship are to be attached to the new Register.
(3) The register book on board an existing ship as required by a certain port State authority may also be
endorsed if so requested by the owner and after a satisfactory survey, provided that the requirements of the flag
State are complied with.
--
1.5.2.5The lifting appliances on board the ships classed with non-IACS members are, when CCS class is
requested, generally to be surveyed in accordance with 1.5.2.3.
1.5.2.6The lifting appliances intended for classification, which are found to comply with the abovementioned requirements upon an initial survey, will be assigned the notation Lifting Appliance. For the
purpose of maintenance of classification, the owners are to make application in accordance with 1.5 for the
periodical surveys and the issue of certificates carried out by CCS Surveyors.
1.5.3Annual surveys
1.5.3.1An annual survey of the following items is to be carried out at intervals not exceeding 12 months after
the initial survey or the renewal survey:
(1) The derrick booms together with fittings attached to the booms, masts or derrick posts, and deck are to be
externally examined as detailed in Table 1.5.3.1-a;
(2) The loose gear is to be thoroughly examined as detailed in Table 1.5.3.1-a;
(3) The wire ropes are to be externally examined as detailed in Table 1.5.3.1-a;
(4) The winches, cranes, cargo lifts and vehicle ramps are to be thoroughly examined as detailed in Table
1.5.3.1-b.
Items and Description for Survey of Derrick Systems
No.
Table 1.5.3.1-a
Item
Derrick systems
Derrick boom and mast fittings
(1) Examine lugs, etc., at derrick head and mast head.

(2) Examine goosenecks and heel pins for deformation, wear, scoring or other
defects.
(3) Examine independent heel block anchorages
Fittings on deck
Examine deck eyeplates, wire rope stoppers, etc.
Derrick booms and masts
(1) Examine for corrosion (where this is suspected, paint to be removed as

necessary). Special attention is to be paid to the part of the boom which comes
into contact with the crutch or housing. If considered necessary, thickness is to
be checked.
(2) Examine for scars or dents and check that boom is not bent (where this is
suspected, to be removed for measurement).
(3) Ensure that the head and heel fittings are in good working order. Where
considered necessary, boom is to be manoeuvred through all its working
positions
Blocks
(including guy blocks)
(1) Blocks to be examined. Particular attention is to be paid to sheave rotation,

efficient lubrication and verification that there is no sign of excessive wear on
the pin or scoring of the rope groove. If considered necessary, to be stripped
down.
(2) Verify that blocks are of the appropriate safe working load for the position in
which they are rigged
Shackles
( including guy shackles),
links, rings, hooks, triangle
plates, etc.
(1) Examine and check for wear, deformation or other defects. Items are to be
sufficiently free from paint, grease, scale, etc., to enable a proper examination
to be made.
(2) Verify that items are of the appropriate safe working load for the position in
which they are rigged
Wire ropes
Examine wire ropes, with particular attention to broken wires at ferrule

connections or corroded wires
Span chains
Examine the chain which is to be sufficiently free from paint, grease, scale, etc.,
to enable a satisfactory examination to be made. Check for deformation, wear or
other defects
Re-test
(1) Where certificates for the repaired or renewed item are not available, the
derrick is to be re-tested.
(2) Items to be load tested if repairs have been carried out which affect the
strength
--
Items and Description for Survey of Cranes, Lifts and Ramps

No.
1
Table 1.5.3.1-b
Item
Cranes, lifts and ramps
Arrangement
Check reeving arrangement and hoisting block assembly as shown in Cargo Gear
Arrangement Plan or manufacturers manual
Fixed sheaves, blocks,

axle pins and housings
(1) Determine that the sheaves are free from cracks. Where the design is such as to prevent
this examination it may be necessary to dismantle the item.
(2) Examine rope groove for scoring.
(3) Ensure that all lubrication arrangements are in working order.
(4) Check anchorage of fixed axle pins.
(5) Check for free rotation of sheave on axle pin.
(6) Check for excessive wear of axle pin and sheave bush, which may be dismantled where
necessary.
(7) Check condition of housing and separation plates
Jib heel pins, ramp hinges
Check lubrication and ensure that there is no detrimental wear
Slewing rings
(1) Check lubrication, ensure tightness of bolts and check that there is no detrimental wear
or excessive movement in the ring.
(2) Particular attention is to be paid for signs of wear in the inner and outer rings and for
signs of wear in the raceways.
(3) Additional inspections are to be carried out where these are specified by the crane or
slew ring manufacturer
Wire ropes
(1) Examine entire length of rope.

(2) Check for broken, worn or corroded wires. The rope is to be replaced if the number of
broken, worn or corroded wires exceeds the limit given in 1.5.5.2(3)
(3) Examine terminal fittings, splices, etc., with particular attention to broken wires at
ferrule connections. Any serving on splices is to be removed for the examination.
(4) Before re-rigging ensure that the wire rope has been thoroughly lubricated
Structure
(1) Check all bolts for tightness ensuring that where bolts have been replaced they are of
the same type and quality as previously fitted.
(2) Examine foundation bolts for signs of corrosion.
(3) Check welds for cracks.
(4) Examine structure for corrosion, removing paint and carrying out hammer tests as
necessary.
(5) Check jib, tower, support pedestal, gantry, ramps, rails, etc., for any sign of local
indentation or unfairness
Shackles, rings, hooks,

etc.
(1) Thoroughly examine under proper conditions and check for cracks, deformation, wear,
wastage or other defects. Items are to be free from paint, grease, scale, etc.
(2) If deformation of the shackle is found, and re-setting is carried out, the shackle is to be
suitably heat treated and re-tested.
(3) If the shackle pin is renewed, the whole shackle is to be re-tested
Chains
(1) Check for deformation, wear or other defects after removal of all paint, grease, etc.
(2) Replaced links are to be of equivalent material and strength to original, and to be
suitably heat treated and re-tested
(1) Ensure that at least two turns of wire ropes are on the drum in all operating positions.
(2) Check that the anchorages of all wire ropes are effective.
(3) Check drum for cracks and for defects liable to damage the rope.
(4) Check the effective working of any fleeting device fitted
Rope drums
10
Hydraulic cylinders,
winches, etc., and
attachments
(1) Check condition of hydraulic pipes.

(2) Check pistons, pivot pins and bearings, etc., for excessive wear and deformation.
(3) Ensure that mounting brackets are free from deformation or damage
11
Main pivots, slewing

bearings, etc.
(1) Examine main pivots and bearings to ensure that they operate satisfactorily and are free
from excessive play, and that pivot pins do not have excessive wear or deformation.
(2) Ensure that lubrication arrangements are in working order
Re-test
(1) Where certificates for the repaired or renewed item are not available, the derrick is to
be re-tested.
(2) Loose gear is to be load tested if repairs have been carried out which affect the
strength.
(3) It is essential that the crane is operated at each survey to verify safe and efficient
working and to check hoisting, slewing, luffing and travel motions, and the operation
of limit switches for over hoisting, over lowering, luffing, slewing and travel
12
--
1.5.3.2Check the record of use, maintenance and repair of the hoisting machinery, winches, etc., to confirm
they are in normal maintenance condition.
1.5.3.3The components as part of submersible handling systems may be surveyed as referred to the
requirements as appropriate in 1.5.3.
1.5.3.4After a satisfactory annual survey, the Register of Lifting Appliances and Cargo Handling Gear is to
be endorsed.
1.5.4Renewal surveys
1.5.4.1The following items of a renewal survey are to be carried out at 4-yearly intervals after the initial
survey or the renewal survey:
(1) The derrick booms together with fittings attached to the booms, masts or derrick posts, and deck are to be
thoroughly examined as detailed in Table 1.5.4.1. The derrick systems are to be load tested in accordance with
Chapter 6.
Items and Description for Survey of Derrick Systems
Table 1.5.4.1
No.
Item
Derrick systems
errick boom and mast fittings
(1) Examine lugs, etc., at derrick head and mast head.

(2) Withdraw and thoroughly examine goosenecks, trunnion fittings, etc., together with
their pins.
(3) Withdraw all other pins and thoroughly examine mast head span swivels, tumblers,
etc.
(4) Check pins for deformation, wear, scoring or other defects.
(5) Examine independent anchorages for heel blocks
Fittings on deck
Derrick booms and masts
1) Examine for corrosion (where this is suspected, paint to be removed as necessary).

Special attention is to be paid to the part of the boom which comes into contact with
the crutch or housing.
(2) Hammer test boom and, if then considered necessary, check thickness.
(3) Examine for scars or dents and check that boom is not bent (where this is suspected,
to be removed for measurement)
Blocks
( including guy blocks)
All sheaves and pins are to be removed. All stress bearing parts of the blocks, including
head fittings, are to be thoroughly cleaned (the paint being removed where necessary)
and thoroughly examined. The nut or collar of the shank or swivel head fittings is to be
examined to ensure that it is securely fastened and free from visible defects. The shank
should turn freely by hand and wear is not to be excessive. The shank is to be removed
if necessary. Cheek and partition plates are to be examined to ensure they are not
buckled, distorted nor worn to sharp edges
Examine deck eyeplates, cleats, wire rope stoppers, etc.
Shackles
(1) Check for cracks, deformation, wear, wastage or other defects. Items are to be free
(including guy shackles), links,
from paint, grease, scale, etc.
rings, hooks, triangle plates, etc. (2) If deformation of the shackle is found, and re-setting is carried out, the shackle pin
is to be suitably heat treated.
(3) If the shackle pin is renewed, the whole shackle is to be re-tested and certified.
(4) Verify that items are of the appropriate safe working load for the position in which
they are rigged
Wire ropes
(1) Examine entire length of rope. The rope is to be cleaned if necessary.

(2) Check for broken worn or corroded wires.
(3) All ferrule connections are to be examined.
(4) Before re-rigging ensure that the wire rope has been thoroughly lubricated
Span chains
(1) The chain is to be thoroughly examined after removal of all paint, grease, scale, etc.
(2) Check for deformation, wear or other defects. If links require renewal the chain is to
be suitably heat treated and re-tested. Replaced links are to be of equivalent material
and strength to original
Re-test
Derrick systems are to be load tested at each quadrennial thorough survey
--
(2) The cranes, lifts, vehicle ramps together with loose gear are to be thoroughly examined in accordance with
the relevant requirements of 1.5.3. The cranes, lifts and vehicle ramps are to be load tested in accordance with
Chapter 6. The test is to demonstrate satisfactory operation, efficiency of overload and weightload indicators,
effectiveness of limit switches.
1.5.4.2After a satisfactory renewal survey, the Certificate of Test and Examination of Lifting Appliances or
the Certificate of Test and Examination of Derricks Used in Union Purchase, if appropriate, is to be issued, and
the Register of Lifting Appliances and Cargo Handling Gear is to be endorsed accordingly.
1.5.5Damage and repair surveys
1.5.5.1The stated cause of the damage of the lifting appliance is to be reported to CCS in time, together with
details of the proposed repairs, and the scope of survey is to be necessary for the Surveyor to find the extent of
damage and cause.
1.5.5.2Any worn or corroded parts found during the survey are to be replaced or repaired immediately where:
(1) the structural member and fittings have a wastage over 10 per cent based on the material thickness, or
cracks or permanent deformation;
(2) the items of loose gear, such as eyes, links, shanks, straps and hooks, etc., have a wastage over 10 per cent
of their original dimensions and a wastage of pins over 6 per cent of their original dimensions, or cracks or
permanent deformation, and any breakage or cracks on the sheaves;
(3) excessive wear or corrosion or 5 per cent of broken wires in any length of ten times the rope diameter takes place;
(4) the brake liner wears excessively and the fastenings securing the liner expose out in the friction surface;
(5) the transmitting gear tooth is broken or its rim, sprocket or hub is cracked.
1.5.5.3Replacement items of loose gear are to be accompanied by a manufacturers certificate, and the
materials used in the repair are to be equivalent to original.
1.5.5.4A load test is to be carried out in accordance with the relevant requirements after completion of
repair, and the Certificate of Test and Examination of Lifting Appliances is to be endorsed after satisfactory
testing. The Register of Lifting Appliances and Cargo Handling Gear is to be endorsed indicating the extent
of the survey even if it was not possible to complete the repairs, and use of the equipment is not allowed until
satisfactory completion of repairs and tests.
1.5.5.5After damage and repair surveys, a factual report is to be issued clearly stating:
(1) attending persons;
(2) the stated cause of the damage (ships sea protest attached);
(3) the extent and nature of the damage found;
(4) the extent and nature of repairs carried out and whether the repairs were complete;
(5) the test load applied.
1.5.6Postponement survey
1.5.6.1Where requested by the owner, the postponement for renewal survey may be granted but the interval
between two consecutive renewal surveys is not to be more than 5 years. Such postponement survey is to be granted
by the national authority of the flag State of the ship. The authority is to authorize CCS to carry out the survey.
1.5.6.2The scope of postponement survey is not to be less than that of annual surveys as stated in 1.5.3, so as
to confirm that the ship is fit for its intended service and in normal operating conditions.
1.5.6.3After a satisfactory postponement survey, the Register of Lifting Appliances and Cargo Handling
Gear is to be endorsed accordingly.
1.6CERTIFICATION
1.6.1Certificates
1.6.1.1The following certificates for lifting appliances issued by CCS are based on the standard international
forms of certificates approved by the International Labour Office (ILO), and are internationally recognized in
respect of the Rules:
____________________
Refer to ISO 4309: Wire Ropes for Lifting Appliance Code of Practice for Examination and Discard.
--
(1) Register of Lifting Appliances and Cargo Handling Gear (referred to hereinafter as the Register), Form RLA 2;
(2) Certificate of Test and Examination of Lifting Appliances, Form CLA 2;
(3) Certificate of Test and Examination of Derricks Used in Union Purchase, Form CUD 2;
(4) Certificate of Test and Examination of Loose Gear, Form CLG 2;
(5) Certificate of Heat Treatment of Loose Gear Made of Iron, Form CHT 2;
(6) Certificate of Test and Examination of Wire Rope, Form CWR 2;
(7) Survey Report on Ship's Lifting Appliances, Form CG;
(8) Class notation: Lifting Appliance.
1.6.1.2If a national authority requires its own certification to be used, CCS may, where authorized, arrange
the issue of these certificates, which may be in addition to CCS certification if so desired by the owner.
1.6.2Issue and endorsement of certificates
1.6.2.1Register of Lifting Appliances and Cargo Handling Gear
Following satisfactory completion of all the conditions required for the issue of certification by CCS, the
Register of Lifting Appliances and Cargo Handling Gear and the Certificate of Test and Examination of Lifting
Appliances, and the equivalent national authority form (if applicable), are to be issued and the appropriate loose
gear, rope and appliance test certificates attached.
(1) PART I of the Register is for endorsement after completion of the renewal survey, i.e. quadrennial
thorough examination, and the annual survey of derrick systems. Column (3) Remarks is generally for the
postponement of renewal survey. Column (4) Remarks is specially for recording the damage, repair, re-test
and inspection of fittings.
(2) PART II of the Register is for endorsement after completion of the annual thorough examination of
winches, cranes of derrick systems. Column (3) Remarks is specially for recording the damage, repair, retest and inspection of cranes, winches and accessory gear. A load test at a 4-yearly interval for cranes is also
endorsed in column (3) in the case of a postponement survey.
(3) PART III of the Register is for endorsement after completion of the annual thorough examination of loose
gear made of steel other than those made of iron. Column (3) Remarks is specially for recording the damage,
repair, re-test and inspection of loose gear made of steel.
(4) PART IV of the Register is for endorsement after completion of the heat treatment of loose gear made of
iron. As the loose gear made of iron has not generally been adopted, this PART is seldom used.
(5) Where the owner has made an application to stop the use of a lifting appliance, the location and number
of such lifting appliance are to be noted in column (3) Remarks of PART I or PART II of the Register, and
endorsed.
(6) In examination, if any structure, installation or arrangement affecting its safe working condition is found,
brief comments and requirements are to be made in the column of remarks of the corresponding PART of the
Register, and endorsed.
1.6.2.2Certificate of Test and Examination of Lifting Appliances
The certificate applies to all lifting appliances, including derrick systems, cranes, lifts, ramps, etc., and is to be
issued after a satisfactory survey and load test. In general, the certificate will be issued after completion of each
quadrennial load test and also the test and survey of damage, repair, re-construction and re-use.
1.6.2.3Certificate of Test and Examination of Derricks Used in Union Purchase
The certificate applies to derrick systems used in union purchase, and is to be issued after a satisfactory survey
and union purchase test according to the relevant requirements. The certificate is to be kept and used together
with the Certificate of Test and Examination of Lifting Appliances. The H, X and Y values of the fixed positions
of eyeplates for derricks in union purchase as shown on the reverse of the certificate are to be entered according
to the design.
1.6.2.4Certificate of Test and Examination of Loose Gear
The certificate applies to all loose gear of lifting appliances, and is to be issued after a satisfactory survey and
proof test. The technical parameters may be referred to in the approved manufacturers test certificate. Where
all loose gear is made of steel in general use, heat treatment is not necessarily to be made periodically, and the
remarks are to be made in the column Description of gear of the certificate.
-10-
1.6.2.5Certificate of Heat Treatment of Loose Gear Made of Iron

The certificate applies to all loose gear made of iron of lifting appliances, and is to be issued after a periodical
heat treatment. It is recommended that such loose gear made of iron be replaced by that made of steel.
1.6.2.6Certificate of Test and Examination of Wire Rope
The certificate applies to wire ropes of lifting appliances, and is to be issued after a satisfactory test and survey.
The technical parameters may be referred to in the approved manufacturers test certificate.
1.6.2.7Certificate of Test and Examination of Fibre Rope
The certificate applies to all fibre ropes of lifting appliances, and is to be issued after a satisfactory test and
survey. The technical parameters may be referred to in the approved manufacturers test certificate.
1.6.2.8Survey Report on Ships Lifting Appliances
The report is to be used by the Surveyor to inform the Headquarters of surveys of lifting appliances. Copies of
all certificates issued are to be attached to the report.
1.6.2.9Others
Any replacement loose gear or rope is to be accompanied with the approved manufacturers test certificate, and
the Certificate of Test and Examination of Loose Gear or the Certificate of Test and Examination of Wire Rope
is to be issued after a satisfactory examination or proof test.
-11-
CHAPTER 2DERRICK SYSTEMS

2.1CALCULATING CONDITIONS AND LOADS
2.1.1Application
The requirements given in this Chapter are applicable to the slewing derrick rigs, union purchase rigs and
derrick cranes. Derrick rigs of special design will be considered on the basis of these requirements.
2.1.2Angles to the horizontal of derrick booms
2.1.2.1For the purpose of determining the forces acting on the derrick systems, the boom angle to the
horizontal is to be taken as 15 for light derricks and 25 for heavy derricks. Should the derricks not be operated
at the foregoing angles, the boom angle to the horizontal may be increased so as the derrick can be operated
in practice, however in no case, the boom angle to the horizontal is to be taken as more than 30 for the light
derricks and 45 for the heavy derricks
2.1.2.2For determining the forces acting on the cargo blocks or built-in-sheaves (if fitted), the boom angle to
the horizontal is to be taken as the maximum angle during the operation of the rig in practice and is not to be in
general, less than 70.
2.1.3Inclination of ships
(1) An angle of heel of 5 and a trim of 2 are assumed as the basic condition of ship during the operation of
derrick systems.
(2) For light slewing derricks and union purchase rigs, the effect caused by the inclination of ship as prescribed
in (1) above can be ignored.
(3) For heavy derricks and derrick cranes, the effect caused by the inclination of ship as prescribed in (1) above is
to be taken into account. Where the ship would have greater angle of heel or trim than 5 or 2 respectively, the
actual angles are to be taken into consideration.
2.1.4Basic load of derrick systems
2.1.4.1The basic load for the calculation of force for the slewing derricks and derrick cranes is to be defined
as the safe working load and the self-weights of derrick boom and the relevant tackle above the hook.
2.1.4.2The basic load for the calculation of force for the union purchase rigs is to be taken as the safe
working load.
2.1.5Friction allowance
2.1.5.1The allowance due to sheave friction and the stiffness of wire rope is to be taken as: 5 per cent, for
blocks with plain or bushed bearing; 2 per cent, for blocks with ball or roller bearing. The requirement is to
apply to all lifting appliances.
2.1.6Safety factor of ropes
2.1.6.1The safety factor n relative to the breaking load of wire ropes or fibre ropes is not to be less than the
value as given in Table 2.1.6.1.
Safety Factor n
Table 2.1.6.1
Safety factor n
Type and use of ropes
Wire ropes
Running rigging: cargo runners

span tackles
slewing guys
Standing rigging: mast stays
preventer guys
n=
10104
0.9 SWL + 1910
but need not be greater than 5 nor less than 3

The same as for running rigging but need not be greater than 3.5
4
Fibre ropes
Note: SWL is the safe working load of the derrick rigs, in kN.
-12-
2.2SLEWING DERRICK AND UNION PURCHASE RIGS

2.2.1The conditions and loads for the calculation or analysis of forces acting on the derrick system are to
comply with the requirements of 2.1.
2.2.2In the case of heavy derricks, where the cargo runner is arranged in parallel with the span tackle between
the boom head and mast head, the tension of span tackle is to be taken as the total force of span tackle minus
the tension of cargo runner under the condition that the lifting load is assumed in the lowering operation.
2.2.3The working load of slewing guy is to be determined in accordance with Table 2.2.3. Slewing guys are
not to be substituted by preventer guys.
Working Load of Slewing Guys
Table 2.2.3
SWL of derrick rigs, in kN
Working load of slewing guys, in kN
SWL 49
49 SWL 147
147 SWL 588
SWL 735
0.5 SWL + 4.9

0.1 SWL + 24.5
0.25 SWL
0.2 SWL
Note: Linear interpolation is to be made for the working load of slewing guys where the SWL of derrick rigs is between 588 kN
and 735 kN.
1.5m 1.5m
2.2.4When the derrick rigs are arranged for union purchase operation, the inboard and outboard booms are to
be placed at the lowest angle to the horizontal for practical operation and the working range of the rig and the
length of derrick booms are to comply with the requirements as shown in Figure 2.2.4.
HH
PK
UR
I
7RSHGJHRIEXOZDUN
RUKDWFKFRDPLQJ
H = h + 0.35
\H
QH
P
%RR WRVSD
LQ
OS
Figure 2.2.4
boom angles to the horizontal, both angles are equal; L length of hatch, in m; B breadth of hatch, in m;
C outreach, in m; S the distance between two boom heads, in m, in horizontal plan;
b the vertical height from derrick heel pin; l see 2.2.4.2; h see 2.2.4.3.
-13-
1
4
2.2.4.1The outreach C beyond the midship breadth is not to be less than 3.5 m or that as required by the
owner.
2.2.4.2The inboard boom head in the projection plan within cargo hatch is to be located:
(1) with a distance l not more than L/5 from the opposite side of the hatch for which only one pair of derricks
are fitted (see Figure 2.2.4);
(2) with a distance l not more the L/3 from the opposite side of the hatch for which two pairs of derricks are
fitted;
(3) with a distance of 1.5 m from the side of hatch.
2.2.4.3Where the angle formed by the cargo runners is assumed to be equal to 120, the minimum headroom
h from the joint (triangle plate) of two cargo runners over the top edge of hatch coaming or bulwark is not to
be less than:
5 m, for SWL 19.6 kN
6 m, for SWL 19.6 kN
where SWL is the safe working load of the union purchase rig, in kN.
Where the headroom h as stated above cannot meet the requirements for practical operation, it is to be
suitably increased.
2.2.5The force calculation for the union purchase rig is to be such that the thrust of derrick boom and the
load of preventer guys will be obtained from the position of the rig which gives the maximum value within its
practical working range. In general, the position of the rig as shown in Figure 2.2.5(a) may be used for such
calculation, and in such case, the angle between the cargo runners is to be taken as 120 and the position of the
triangle plate connecting two cargo runners is supposed at the lowest position as shown in Figure 2.2.5(b).
30
1.5m 1.5m
ER
DU
G
UX
QQ
HU
,Q
QHU
UXQ
/RZHVWSRVLWLRQ
RIWULDQJOHSODWH
G
RDU
2XW
SWL
Fig 2.2.5 (Symbols LlBC are the same as stated in Figure 2.2.4)
(a) Position of union purchase rig(b) Cargo runner and triangle eyeplate
2.2.6The arrangement of union purchase rigs is to be such that the jack-knifing will not occur within any
working range of the rig. For this purpose, the resultant of the horizontal components of cargo runner and
preventer guys in the direction of boom axis, which is named span relief fh multiplied by tg ( boom angle to
the horizontal), is not to be greater than the sum of vertical components of cargo runner and preventer guys fr ,
see Figure 2.2.6.
-14-
r
ne
un lel
r
o al
arg par
C
nsion oom
te to b
Vertical
component of
preventer gu\
fh
om
Vertical
component of
cargo runner
fr
on
si
res
rri
e
nd
o
kb
mp

Half weight

of boom
Co
Figure 2.2.6
2.2.7The working load of the schooner guys in union purchase rig is to be taken as 20 per cent of the safe
working load of the rig, but not less than 9.8 kN.
2.3DERRICK BOOMS
2.3.1Construction of booms
(1) The boom may be constructed as a member with uniform diameter and thickness over its full length or as a
tapered component which has a mid-length with uniform diameter and thickness connected to the tapered ends;
(2) The mid-length with uniform diameter of a tapered boom is to at least be maintained one third of the boom
length and the end diameter of the tapered ends shall not be less than 70 percent of the mid-length diameter;
(3) The wall thickness of boom is not to be less than 1/50 of the external diameter of the boom at its midlength
and need not be greater than 1/30, but in no case be less than 4 mm;
(4) The slenderness ratio (boom length/effective boom slewing radius) of the boom is in general not to be
greater than 150;
(5) The boom head is to be adequately strengthened or increase its thickness in way of the portion where the
eyeplates for span tackle, cargo block or preventer guy are fitted.
2.3.2The materials of derrick booms and their associated fittings are to comply with the requirements as
prescribed in Table 2.3.2 or with a national standard recognized by CCS, which is appropriate to the intended
purpose.
Grade of Steel for Derrick Boom and Associated Fittings
Table 2.3.2
Thickness, in mm
t 20
20 t 25
25 t 40
t 40
Grade of steel
A32, A36
A32, A36
D32, D36
E32, E36
2.3.3The safety factor n for the stability of boom with respect to the critical compression as given by
the Elers formula is not to be less than that as required in Table 2.3.3 (a). The permissible axial boom thrust
compression p is given by the following expression:
-15-
pp==
mEJ 0
2
nL2
nL
-5
10
10 5 kN
where: m a coefficient, to be taken in accordance with Table 2.3.3(b), intermediate values to be obtained by
linear interpolation;

E modulus of elasticity for steel = 2.06 105, MPa;

L boom length, in m, to be measured from the centre of cargo block eyeplate to the hole centre of
boom heel;

Jo moment of inertia of mid-length section of boom, in cm4;

n safety factor for the stability of boom, to be taken in accordance with Table 2.3.3(a), intermediate
values to be obtained by linear interpolation;
Safety Factor n for Stability of Boom
Table 2.3.3(a)
Safe working load of derrick rig, in kN
98
294
588
Safety factor for stability n
4.5
Note: The safety factor for stability is applicable to the boom with the slenderness ratio less than 145.
J1
J1
J0
a
L
Factor m
a/L
0.2
0.01
2.55
3.65
0.1
5.01
0.2
0.4
Table 2.3.3(b)
0.6
0.8
5.42
7.99
9.63
6.32
7.84
9.14
9.77
6.14
7.31
8.49
9.39
9.81
7.52
8.38
9.10
9.62
9.84
0.6
8.50
9.02
9.46
9.74
9.85
0.8
9.23
9.50
9.69
9.81
9.86
J1/J0
0.4
Factor m
Note: (1) a is the mid-length of boom;

(2) J1 is the moment of inertia of the cross section of boom end.
2.3.4The permissible axial boom thrust may also be calculated in accordance with the theory of elastic
stability. For such calculations the effects of bending moment due to the self-weight of boom and the end
moment at boom head are to be taken into account. The safety factor n for the stability of boom subjected to
axial compression of such calculation is not to be less than that as given in Table 2.34. Intermediate values are
to be obtained by linear interpolation.
Safety Factor n for Stability of Boom Subject to Axial Compression
Table 2.3.4
Safe working load of derrick rig, in kN
98
588
Safety factor n for stability of boom
2.5
2.3.5If the yield strength s of steel is greater than 70 per cent of its tensile strength b, the yield strength s is
to be modified, i.e. divided by a coefficient which is to be taken in accordance with Table 2.3.5. Intermediate
values are to be obtained by linear interpolation.
-16-
Coefficient
Ratio of yield strength to tensile strength s /b
Table 2.3.5
0.7
0.75
0.80
0.85
0.90
1.0
1.045
1.084
1.120
1.155
Coefficient
Note: When the ratio exceeds 0.9, it is to be taken as 0.9.
2.3.6The end moment at boom head for a conventional derrick rig is to be taken as the algebraic sum of
moments in the vertical plane of the derrick boom caused by the span tackle and cargo loads applied to their
respective boom head fittings. The horizontal end moments at boom head due to the loads of slewing or
preventer guys may, in general, be neglected.
2.3.7In the case of a derrick crane, the derrick boom has two span tackles in which the span load is not
equally distributed each other provided the boom is not placed at the ships longitudinal centre line. In such
case, a torque will occur at the boom head and is to be taken into account for the calculation of stability in
accordance with the requirements in 2.3.4 of this Chapter.
2.4MAST AND DERRICK POST
2.4.1Mast and derrick post are to be supported by at least two decks and effectively connected to the main
hull structure. Deck house may be considered as a deck support provided it has an adequate strength. The hull
structure or such deck house in way of the supports shall be reinforced.
Alternative means which give effective supports for the mast or derrick post will be specially considered.
2.4.2The mast or derrick post is to be adequately reinforced where concentrated loads take place, such as in
way of gooseneck bearing, span eye fittings and the fittings for mast stay. The toes of brackets and the corners
of fittings are not to be placed on the unstiffened panels of plating. Reinforcement is to be made by increasing
plate thickness.
2.4.3Structural continuity is to be maintained for the structure of components and any abrupt change of
section is to be avoided. Openings (such as lightening hole, manhole) are, in general, to be avoided where
concentrated loads and high shear forces occur.
2.4.4The outside diameter D of the mast or derrick post is not to be greater than the value as given by the
following expression:
D=
1000t mm, for t 15 mm

2525-t
t
D = 100 tmm, for t 15 mm

where: t wall thickness of mast or derrick post, in mm.
The minimum wall thickness of mast or derrick post is not to be less than 6 mm; where the mast or derrick is
also used as a vent, the minimum thickness is not to be less than 7 mm.
2.4.5It is recommended that the outside diameter of mast or derrick post in way of the span eye fitting should
not be less than 85 per cent of that in way of the level at supporting deck.
2.4.6The forces of span tackle, cargo runner and boom thrust applied to the mast or derrick post are to be
calculated (also graphically) in accordance with the relevant requirements as specified in 2.2 of this Chapter,
and by which the combined stresses in various sections of mast or derrick post are to be taken into account.
2.4.7When calculating the strength of mast or derrick post, the least favourable combination of loading is, in
general, to be considered as follows:
(1) For mast or derrick post with one derrick:
one derrick plumbing one hatch with lowest boom angle to the horizontal;
one derrick slewed outboard to its maximum working position.
(2) For mast or derrick post with two or more derricks:
two derrick plumbing one hatch with lowest boom angle to the horizontal;
two derricks, the one for forward cargo hold and the other for the aft slewed outboard on one side of
the ship to their respective maximum working position.
-17-
(3) For mast or derrick post fitted with both heavy and light derricks, the combination of loading resulting
from the heavy and light derricks need not, in general, be considered.
(4) Should it be possible that greater stress will occur at the position of mast or derrick (including stayed mast)
other than above, such conditions are to be taken into account.
2.4.8The combined stresse t at any particular section of a mast or derrick post are to be taken as:
Vt
V b V c 2 3W 2
MPa
where: b bending stress, in MPa;

c compressive stress, in MPa, and in general, the compressive stress due to the self-weight of mast
or derrick post can be ignored;

shear stress due to torque, in MPa.
2.4.9The safety factor with respect to the yield strength s of material for the mast and derrick post, including
the crosstree and overhung structure, is not to be less than the values as given in Table 2.4.9.
Safety Factor of Steel Material for Mast and Derrick Post
Table 2.4.9
Safety factor
Safe working load (SWL)

of derrick rigs in kN
Stayed mast
Unstayed mast including crosstree and

overhung structure
SWL 98
2.20
2.0
SWL 588
1.76
1.6
98 SWL 588
By linear interpolation
2.4.10Where the yield strength s of steel used is more than 70 per cent of the tensile strength b, the yield
strength is to be modified in accordance with the requirements in 2.3.5 of this Chapter.
2.4.11The grade of steel used for the manufacture of mast, derrick post and its accessories is not to be lower
than those as given in Table 2.3.2.
2.4.12The arrangement of mast stays is not to obstruct the operation of derrick rig. Turnbuckles are to be
fitted at the bottom of the stays and connected to the eyeplates attached to deck, bulwark or deckhouse.
The stays are to be set up to an initial tension.
The modulus of elasticity of wire ropes for the calculation of elongation of stays may be taken as 1.1 105 MPa
and the sectional area of the rope may be taken as that of its nominal diameter. Greater value of the modulus of
elasticity may be taken provided it is obtained from the actual test.
-18-
CHAPTER 3CRANES, LIFTS AND RAMPS

3.1GENERAL PROVISIONS
3.1.1This Chapter applies to the following types of cranes:
(1) deck cranes mounted on ships for handling cargo or containers in harbour conditions;
(2) floating cranes or grab cranes mounted on barges or pontoons for operating in harbour conditions;
(3) engine room cranes and provision cranes etc. mounted on ships (including floating docks) for handling
equipment and stores in harbour conditions;
(4) cranes mounted on fixed or mobile offshore installations for transferring equipment, stores etc. or handling
manned submersibles and diving systems;
(5) cranes mounted on ships for non-manned equipment in an offshore environment, e.g. pipe laying cranes.
3.1.2Derrick cranes are not included in this Chapter, they are to be designed in accordance with the
requirements of Chapter 2.
3.1.3Shipboard cranes may, in general, be designed in accordance with the requirements of standard service
category and offshore cranes are to be designed in accordance with the requirements of specified service
category.
3.1.4Cranes for transferring persons may be designed referring to the requirements of 3.2, 3.3 and 3.5 of
this Chapter, and the relevant requirements in Chapter 4 of the Rules are to be complied with in the case of the
protection of personnel.
3.1.5Any crane or lifts not covered in the description or environmental conditions as stated in 3.1.1 of this
Chapter will be specially considered.
3.2SHIPBOARD CRANES
3.2.1.1The requirements of 3.2 are, in general, applicable to the cranes, as stated in 3.1.1(1) to (3), which are
designed to operate in harbours or sheltered waters where there is no significant movement of the ship due to
wave action and the sea state is not worse than that as described for Beaufort scale No.2
3.2.1.2The forces and loads acting on the crane structure are to be determined in accordance with the related
operating and environmental conditions. The performance of a crane, such as safe working load, live load,
working radius, lifting height, together with the speed of all crane movements and braking frequency etc. are to
be clearly specified in design.
3.2.2Consideration of forces and loads
3.2.2.1The following forces and loads are to be taken into account according to the utilization and duty of the
particular type of crane:
(1) dead load as defined in 1.2.1(14);
(2) live load as defined in 1.2.1(11);
(3) dynamic forces due to various movements of crane;
(4) forces due to the inclination of ship;
(5) load swing caused by non-vertical lift;
(6) wind forces and environmental effects;
(7) load on access ways, platforms etc.
3.2.2.2The crane structure and any stowed arrangements are also to be examined with respect to the stowage
conditions as follows:
(1) forces due to ships motion and inclination;
(2) wind and environmental effects.
3.2.3Basic loads
-19-
3.2.3.1The basic loads applied to the crane comprise the dead load and live load.
3.2.4Duty factor
3.2.4.1Cranes are grouped depending on the nature of the duty they perform and the duty factor d of each
group of cranes is given in Table 3.2.4.1. The duty factor depends on the frequency of operation and the severity
of load lifted with respect to the SWL of the crane concerned and assumes the operating lift not exceeding 6
105 cycles for normal marine use. Consideration is to be given to appropriately increasing the values in the
Table where extra heavy duty is envisaged.
Duty Factor d
Table 3.2.4.1
Crane type and use
Duty factor d
Engine room cranes, provision cranes
1.0
Deck cranes, container cranes, gantry cranes, floating cranes
1.05
Grab cranes
1.20
3.2.4.2Consideration is to be given to the live load and dead load to be effected by the duty factor d.
3.2.5Dynamic forces and hoisting factor h
3.2.5.1The dynamic forces due to hoisting are those imposed on the structure by shock and acceleration
effect. To take this effect into account, the live load is to be multiplied by a hoisting factor h which is given by
the following expression:
h = 1 + CV
where: V hoisting speed, in m/s, but need not be taken as greater than 1.0 m/s;

C a coefficient depending on the stiffness of the crane concerned, taken as 0.3 for jib type cranes,
and 0.6 for gantry type cranes.
But in any case, the value h is not to be taken as less than 1.10 for jib cranes and 1.15 for gantry cranes.
3.2.6Dynamic forces due to crane movements
3.2.6.1When a crane travels along a track or rails, the dynamic forces are to be taken into account as follows:
(1) When a crane travels along the rails which are level and smooth, the vertical acceleration acting on the
crane is normally low and the vertical reaction force does not occur simultaneously with the maximum dynamic
force in hoisting loads, they may, in general, be ignored.
(2) The horizontal inertia force is the product of live load together with the self-weight of crane and the
acceleration or deceleration which will occur due to the starting or braking of a travelling mechanism.
The horizontal acceleration including that of braking is to be supplied by the manufacturer. Where the
acceleration is not available but the speed and working condition are known, the acceleration or deceleration a
is to be obtained from the following expression:
for cranes with low travel speed (V = 0.4 to 1.5 m/s) and with low acceleration:
aa==0.15
0.15 V m/s2
for cranes with moderate to high travelling speed (V = 1.5 to 4.0 m/s) and with normal acceleration:
aa==0.25
0.25 V m/s2
for cranes with moderate to high travelling speed (V = 1.5 to 4.0 m/s) and high acceleration:
aa==0.33
0.3 V m/s2
-20-
3.2.7Transverse forces due to travel motions

3.2.7.1Consideration is to be given to raking loads which occur when two pairs of wheels or bogies move
along a set of rails and produce a couple formed by horizontal forces normal to the rail direction. The horizontal
raking force Fl is calculated from the following expression:
Fl = P
where: P vertical load, in N;

a coefficient taken in accordance with Figure 3.2.7.1(a), dependent on the ratio of wheel track L and
base b as shown in Figure 3.2.7.1(b). The wheel base is measured in accordance with Figure
3.2.7.1(c) dependent on the number of pairs of wheels.
0.20
0.15
0.10
0.05
0
8 10 12
L
b
P b/L
P b/L
L
(wheel track/wheel base)
(a)
(b)
(,QFDVHRISDLUV
of wheels or less)
(In case of 6 to 8
pairs of wheels)
b
(,QFDVHRIPRUHWKDQSDLUVRIZKHHOV)
(c)
Figure 3.2.71
(a) Coefficient ; (b), (c) Wheel track and wheel base
3.2.8Buffers and buffer forces
3.2.8.1Forces applied to the crane structure as a result of the travelling crane coming into contact with buffers
are to be taken into account.
3.2.8.2The buffer is assumed to have a capacity absorbing the kinetic energy of an unloaded crane which
travels at 70 per cent of its rated speed. The forces are to be determined with the reduced travel speed of a crane
at the buffering effect
3.2.8.3Where deceleration devices are fitted which will operate automatically and give effective deceleration
to the crane at all times before the crane reaches the end of the track, the reduced speed produced by the devices
may be used in calculation.
3.2.8.4For cranes where the lifting load is free to swing, the buffer force is to be calculated by equating the
energy capacity of the buffer with the kinetic energy of the crane deadweight, excluding the live load. For
cranes where the lifting load is restricted from swinging by rigid guides, the deadweight plus the live load is to
be used in the calculation of the forces.
3.2.9Slewing and luffing inertia forces
3.2.9.1The inertial forces acting on live load and crane structure due to slewing and luffing are to be considered.
-21-
3.2.9.2The horizontal inertial force acting on the live load while swinging or luffing can be taken as that
produced from the pendulum amplitude of the hoisting rope.
3.2.9.3While the slewing and luffing mechanism accelerate or decelerate, the horizontal inertial forces acting
on moving parts and live load are to be taken as 1.5 times the product of its weight and acceleration.
3.2.9.4In general, the effect of centrifugal force acting on the crane structure is small and may be ignored.
3.2.10Loads due to ship inclination
3.2.10.1Shipboard cranes are to be designed to operate safely and effectively in harbors or well sheltered
sea areas in inclined conditions specified in Table 3.2.10.1. Consideration is to be given to conditions where
it is intended to operate a crane on a vessel at angles greater than those as specified above. Where angles less
than those as specified are proposed, calculations are to be submitted to show that such lesser angles will not be
exceeded in service.
Minimum Heel and Trim Angles
Table 3.2.10.1
Ship type
Heel ()
Trim ()
Conventional ships (with dimension ratio required by rules)
Barges with length less than 4 times breadth, and catamarans
Semi-submersibles
Semi-submersible platforms
Self-elevating platforms
3.2.11Forces due to ship motion

3.2.11.1In the stowed condition the crane, its stowage arrangements and the structure in way are to be
designed to withstand forces resulting from the following two design combinations:
(1) Acceleration normal to deck of 1.0g,
acceleration parallel to deck in fore and aft direction of 0.5g,
static heel of 30,
wind speed of 55 m/s acting in fore and aft direction.
(2) Acceleration normal to deck of 1.0g,
acceleration parallel to deck in transverse direction of 0.5g,
static heel of 30,
wind speed of 55 m/s acting in transverse direction.
3.2.11.2Alternatively, the force may also be calculated using accelerations obtained from consideration of
ships motions, the static load of components together with the force due to wind speed of 55 m/s acting in the
most unfavourable condition.
For a conventional ship the parameters (amplitude and period) of the various ships motions are given in Table
3.2.11.2(a) and the forces resulting from ships motions may be calculated in accordance with Table 3.2.11.2(b).
The combinations of static and dynamic forces are to be considered as follows:
(1) Roll motions:
Static roll + dynamic roll + dynamic heave (at roll angle )
(2) Pitch motions:
Static pitch + dynamic pitch + dynamic heave (at roll angle )
(3) Combined motions:
Static combined force + 0.8 (dynamic roll + dynamic pitch)
Determination of forces due to ships motion by use of recognized software may be accepted in seakeeping
analysis and quasi-static analysis according to the most severe sea state likely to be encountered.
-22-
Parameters of Ships Motion

Motion
Roll
Pitch
Period, in seconds
0.7 B
GM
Tr
300
L pp
12e 300
L pp
Heave
where:

Table 3.2.11.2(a)
Maximum single amplitude
80
Tp
0.5 L pp
Th
0.5 L pp
Lpp length of ship between perpendiculars, in m;

GM initial metacentric height of loaded ship, in m;
B moulded breadth of ship, in m;
taken as not greater than 8;
e the base of natural logarithms.
Forces due to Ships Motion
Table 3.2.11.2(b)
Component of force, in N
Motion
Roll
Static load
Parallel to deck
Normal to deck
Transverse
W cosM
Pitch
W cos\
Combined
W cos(0.8M ) cos(0.8\ )
Roll
r 0.07
Pitch
r 0.07
My
Tr2
\x
T p2
W sin M
W sin\
W sin(0.8M )
r 0.07
r 0.05
L pp
Th2
MZ r
Tr2
W
r 0.05
W cosM
W sin(0.8\ )
r 0.07
Dynamic
load
W
W
Longitudinal
L pp
Th2
\Z p
T p2
W
W sin M
Heave
r 0.05
L pp
Th2
W cos\
r 0.05
L pp
Th2
W sin\
Note: Static load means the gravity component of force acting on the ship due to both roll and pitch angles, and dynamic load
means the inertia force due to ships motions (roll, pitch, heave),
where: y transverse distance parallel to deck from centreline of ship to centreline of crane, in m;
x longitudinal distance parallel to deck from centre of pitching motion i.e. longitudinal centre of flotation to centreline
of crane, in m;
Zr distance normal to deck from centre of rolling, taken to be at the vertical centre of gravity of the ship, to the vertical
centre of gravity of the crane, in m;
Zp distance normal to deck from centre of pitching motion to centreline of crane, in m;
W weight of crane or its component part, in N.
3.2.12Wind loading
3.2.12.1The wind pressure q due to wind speed is to be determined by the following expression:
q = 0.613V2Pa
where: V wind speed (average speed in a period of 2 minutes), in m/s. The wind speed for the operating
condition is to be taken as 20 m/s, and for the stowed condition as 55 m/s. Where it is expected that
wind speed can exceed those defined above, then these higher wind speeds are to be considered.
-23-
3.2.12.2The wind force Fn acting on the suspended load is, in general, to be calculated from the following expression:
For SWL not exceeding 490 kN:
37 SWL N
FFnn ==37
For SWL exceeding 490 kN:

N
Fn = 815 SWL
where: SWL safe working load, in kN.

Where the handled loads are of specific shape and size, the wind force may be calculated for the appropriate
dimensions and configuration.
3.2.12.3The wind force Fw acting on the crane structure or individual members of the structure is to be
calculated from the following expression:
Fw = CqA
where: C wind force coefficient in the direction of the wind for the part under consideration, see Table 3.2.12.3
and Figure 3.2.12.3;

q wind pressure, in Pa;

A projected area of the part under consideration, in m2, on a plane perpendicular to the wind direction.
The projected area of a combined structure is the sum of areas of its individual members.
ZLQG
b
d
Aerodynamic slenderness =
length of member
=
breadth of section across wind front
Section ratio (for box sections) =
l
l
or
D
b
b
breadth of section across wind front
=
depth of section parallel to wind flow d
Figure 3.2.12.3Aerodynamic Slenderness and Section Ratio

Force Coefficient C
Machinery
houses
Single
lattice
frames
Individual
members
Type
Description
Rolled sections, rectangular sections, hollow sections, flat plates
DV 6 m2/s
Circular sections
DV 6 m2/s
b/d 2
Box sections:
1
2
over 350 350 mm square
0.5
2
over 250 450 mm rectangular
0.25
Flat-sided sections
Table 3.2.12.3
5
1.3
0.75
0.60
1.55
1.40
1.0
0.8
Aerodynamic slenderness l/b or l/D

10
20
30
40
50
1.35
1.6
1.65
1.7
1.8
0.80
0.90
0.95
1.0
1.1
0.65
0.70
0.70
0.75
0.80
1.75
1.95
2.1
2.2
1.55
1.75
1.85
1.9
1.2
1.3
1.35
1.4
0.9
0.9
1.0
1.0
1.7
Circular sections DV 6 m2/s

DV 6 m2/s
1.2
0.8
Rectangular clad structures on ground or solid base (air flow

beneath structure prevented)
1.1
Note: D is diameter of circular section, in m; V is wind speed, in m/s.
-24-
3.2.12.4Shielding factors and wind force acting on sheltered frame or member

(1) Where a structure consists of a framework or members such that shielding takes place, the wind force
on the windward frame or member and on the sheltered parts of those behind it are to be calculated using the
appropriate force coefficient C. The force coefficient on the sheltered parts is to be multiplied by a shielding
factor given in Table 3.2.12.4. Values of vary with the solidity and spacing ratio as defined in Figure 3.2.12.4.
Am
Solidity ratio = A =
A0
bl
Spacing ratio =
A actual area of the frame, in m2;

A0 outer frame area, in m2; i.e. b l of Figure 3.2.12.4;
m ordinal number of frames or members;
a distance between two neighbouring frames or members, in m;
b width of frames or members on the windward, in m;
l length of frames or members on the windward, in m.
where:

a
b
l
$FWXDODUHDRIIUDPH
2XWHUIUDPHDUHD
l
:LQG
6SDFLQJUDWLR
Am
bl

Ao
6ROLGLW\UDWLR
'LVWDQFHEHWZHHQWZRQHLJKERXULQJIUDPHVRUPHPEHUV
:LGWKRIIUDPHRUPHPEHURQWKHZLQGZDUG
a
b
Figure 3.2.12.4Solidity Ratio and Spacing Ratio

(2) Where there are a number of identical frames or members spaced equivdistantly behind each other in such
a way that each frame or member shields those behind it, the wind load Fw on those frames or members are to
be calculated from the following expression:
where n (the number of frames or members) 9:
1 Kn
N
Fw CqA
1
K

where n (the number of frames or members) 9:

1 K n
n 9 K 8 N
Fw CqA
1 K
where: C, q, A are the same as specified in 3.2.12.3;

shielding factor, given in Table 3.2.12.4, but not to be taken as less than 0.1;

n number of frames or members.
-25-
Shielding Factor
Table 3.2.12.4
Solidity ratio A/A0
Spacing ratio
a/b
0.1
0.2
0.3
0.4
0.5
0.6
0.5
0.75
0.40
0.32
0.21
0.15
0.1
1.0
0.92
0.75
0.59
0.43
0.25
0.1
2.0
0.95
0.80
0.63
0.50
0.33
0.2
4.0
0.88
0.76
0.66
0.55
0.45
5.0
0.95
0.88
0.81
0.75
0.68
6.0
3.2.12.5Wind loads on lattice towers

In calculating the face-on wind load on tower structure, the solid area of the windward face is to be multiplied
by the following overall force coefficients:
(1) For towers composed of flat-sided sections: 1.7q (1 + )
(2) For towers composed of circular sections:
where DV 6.0 m2/s: 1.2q (1 + );
and DV 6.0 m2/s: 1.4q (1 + )
where: D and V are as designated in the note of Table 3.2.12.3, factor is to be taken from Table 3.2.12.4 for
a/b = 1 according to the solidity ratio and spacing ratio of the windward face.
The maximum wind load on a square tower is to be taken as 1.2 times the face-on load when the wind blows in
the direction of corner.
3.2.13Platform and access-way loading
Platform and access-way are to be designed to withstand a uniformly distributed load over the full area of 5000 N
and a concentrated load of 3000 N on any individual member.
3.2.14Operating condition and load combinations
3.2.14.1The crane design is to be considered with respect to the loads resulting from the following four
operating conditions
3.2.14.2Case 1: For the condition of the crane operating without wind, the design loads are to be considered
as follows:
(1) dead load;
(2) (live load and the horizontal component of live load due to heel and trim) hoisting factor h;
(3) the rest most unfavourable horizontal load (usually due to slewing acceleration);
(4) the horizontal component of dead load due to heel and trim.
The combination of the loads as specified above is given by the following expression:
(1) + (2) + (3) + (4) duty factor d
3.2.14.3Case 2: For the condition of the crane operating with wind, the combination of loads is to be:
(1) + (2) + (3) + (4) duty factor d + Lw
where: Lw the most unfavourable wind load.
3.2.14.4Case 3: The crane is considered in the stowed condition, the combination of loads is to be considered
as follows:
forces resulting from acceleration due to ships motions and static inclination together with wind forces
appropriate to the stowed condition. The effects of anchorages, locks and lashings, if any, are to be taken into
consideration.
3.2.14.5Case 4: For the condition of the crane subjected to specific loading, the following loads need to be
considered:
(1) coming into contact with buffers;
(2) failure of the hoisting wire rope or sudden release of load for crane with counterweight;
(3) test loading.
-26-
3.2.15Stability against overturning

3.2.15.1Cranes capable of travelling with loading are to be examined with regard to stability against
overturning for the following four conditions:
(1) crane operating without wind;
(2) crane operating with wind;
(3) crane in stowed condition subject to storm;
(4) crane subjected to specific loading defined in 3.2.14.5.
The loads and forces resulting from the four above conditions are to be multiplied by their respective load
coefficients given in Table 3.2.15.1 for the overturning moments relative to the edge in consideration. The crane
will be stable provided the sum of the overturning moments is not greater than the uprighting moment.
Loading Coefficients in Four Working Conditions
Type of
cranes
Conditions
Dead
loads
Live
loads
Inertial forces (including

live loads)
Table 3.2.15.1
Wind
loads
Remarks
For arm cranes, examination of stability
is to be made for:
(1) longitudinal direction (arm plane,
conditions 1 & 2)
(2) transverse direction (travelling
direction, condition 3)
For cranes without arm, examination of
stability be made only for:
transverse direction (condition 3)
Bridge
cranes
1
2
3
4
0.95
0.95
0.95
0.95
1.4
1.2
0
-
0
1
0
-
0
1
1.15
-
Jib
cranes
1
2
3
4
0.95
0.95
0.95
0.95
1.50
1.35
0
-0.20
0
1
0
0
0
1.0
1.1
1.0
3.2.15.2Where anchoring devices (reaction wheel, grasp, etc.) are used during the operation of crane, the
forces resulting from anchoring devices may be used in the calculation of the uprighting moment.
3.2.15.3Overturning loads resulting from the ships inclination are to be considered.
3.2.15.4For floating cranes, the overall stability against overturning is to be checked.
3.2.16Allowable stress
3.2.16.1The allowable stress [] for crane structure member is given by the following expression:
>V @
Vs
E n
MPa
where: s yield strength of steel, in MPa;

n safety factor given in Table 3.2.16.1 dependent on the conditions as stated in 3.2.14;

coefficient given in Table 2.3.5.
Safety Factor n
Condition
Safety factor n
1
1.5
2
1.33
Table 3.2.16.1
3
1.15
4
1.15
3.2.16.2The failure stress of steel in elastic modes is given in Table 3.2.16.2.

Failure Stress
Mode
Tension
Compression
Shear
Bearing
Symbol
t
c
br
-27-
Table 3.2.16.2
Failure stress , in MPa
1.0 s
1.0 s
0.58 s
1.0 s
3.2.16.3For components subjected to combined stress, the following allowable stress criteria are to be used:
V cp
where:

2
x
V 2y V xV y 3W 2
1
2
>V @
d1.11.1[]
MPa
cp combined stress, in MPa;

x applied normal stress in x direction, in MPa, x [];
y applied normal stress in y direction, in MPa, y [];
applied shear stress, in MPa, 0.58 [];
[] the same as 3.216.1 above.
3.2.17Allowable stress for stability for members subjected to compression and bending
3.2.17.1The allowable stress for stability for members subjected to compression is to be taken as the critical
compression stress divided by the safety factor n as defined in Table 3.2.16.1. In addition to the checking of the
local stability of individual member of a crane jib, examination is to be made to the overall stability of crane
jibs for the compression loading.
The allowable stress [st] for stability for members subjected to compression is given by the following expression:
>V st @
V cr
n
MPa
where: [st] allowable stress for stability, in MPa;

cr critical compression stress of member in MPa, as determined according to the slenderness ratio
and form of section in accordance with Appendix 1 to the Rules;

n safety factor, see Table 3.2.16.1.
3.2.17.2For members subjected to combined bending and compression, the following stress criteria are to be
used to examine their stability:
V m m V c c 1 1
+
d
V s s V cr cr n n
where: m applied bending stress, in MPa;
c applied compression stress, in MPa;
s yield strength of steel, in MPa;
cr and n the same as defined in 3.2.17.1.
For members subjected to bending stress in both x and y directions, m in the above stress criteria is to be
substituted by the sum of bending stresses in x direction and that in y direction.
3.2.18Overall stability of crane jibs
3.2.18.1The overall stability of crane jibs is to be checked with respect to critical compressive failure of the
jib as a whole with regard to both plan and elevation planes.
3.2.18.2The slenderness ratio is to be calculated from the effective length of the jib divided by the effective
radius of gyration in the plane concerned. The effective radius of gyration is given in 3.2.19.2.
3.2.18.3The effective length of the jib is dependent on the constraint conditions at its ends. For wire rope
supported jibs the effective length is to be calculated from the following expression:
le = kL
where:

mm
le effective length of the jib, in mm;

L actual length of the jib, in mm;
K coefficient obtained from the two following conditions:
(1) In elevation, the jib may be considered as being fixed against translation and free to rotate so that
the effective length is taken as the actual length of the jib, i.e. k = 1.
(2) In plan, the lower end is to be considered as fixed against translation and rotation and the head is to
be considered as partially constrained with respect to translation by the hoist and luffing ropes, the
coefficient k is obtained from the following expression:
-28-
R D CH
2
RH D CRl H
where: C the ratio of the load applied to the jib head by the luffing wire rope to that applied
to the non-vertical part of the hoist wire ropes; R, R H, R l , D and H are
dimensions, in mm, as shown in Figure 3.2.18.3.
D
R
RH
Rl
Figure 3.2.18.3Dimensions of Jib

3.2.18.4For the jibs with the slenderness ratio greater than that as specified in Table 3.2.19.3 or of very high
strength steel construction, the calculations are to be submitted for special consideration.
3.2.19Slenderness ratio
3.2.19.1The slenderness ratio of compression members with constant radius of gyration is given by the
following general expression:
kL
kL
=
r
where: L actual length of member, in mm;

r radius of gyration of member, in mm;

k coefficient dependent on the restraint conditions of the supported ends, as shown in Table 3.2.19.1.
Coefficient k
Table 3.2.19.1
Coefficient k
Restraint conditions
Constrained against rotation and translation at both ends
0.7
Constrained against rotation and translation at one end and translation only at other end
0.85
Constrained against translation only at each end
Constrained against rotation and translation at one end and against rotation only at other end
Constrained against rotation and translation at one end and free to rotate and translate at other end
1.5
2
3.2.19.2For members which have constant sectional area and uniformly varying second moment of area, the
expression for calculating the slenderness ratio is the same as that given in 3.2.19.1 above, but the radius of
gyration r is to be substituted by effective radius of gyration re. The effective radius gyration re is given by the
re =
I e mm
A
-29-
where:

A sectional area of member concerned, in mm2;

Ie effective moment of inertia = mI2, in mm4;
I2 maximum moment of inertia of area of member in the plane concerned, in mm4;
m coefficient given in Table 3.2.19.2(a), 3.2.19.2(b) and 3.2.19.2(c) as appropriate.
Coefficient m
Table 3.2.19.2(a)
I1/I2
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.294
0.372
0.474
0.559
0.634
0.704
0.769
0.831
0.889
0.946
1.0
l2
l1
Coefficient m
I1/I2
Table 3.2.19.2(b)
a/L
0.0
0.1
0.2
0.3
0.4
0.5
0.1
0.555
0.622
0.689
0.756
0.823
0.891
0.2
0.652
0.708
0.765
0.821
0.877
0.934
0.4
0.776
0.815
0.854
0.894
0.933
0.972
0.6
0.866
0.890
0.915
0.940
0.964
0.988
0.8
0.938
0.950
0.961
0.973
0.985
0.996
1.0
1.0
1.0
1.0
1.0
1.0
1.0
l2
l1
l2
a
2
l1
Coefficient m
I1/I2
Table 3.2.19.2(c)
a/L
0.0
0.1
0.2
0.3
0.4
0.5
0.1
0.372
0.373
0.418
0.479
0.563
0.671
0.2
0.474
0.500
0.532
0.586
0.660
0.756
0.4
0.634
0.667
0.691
0.729
0.783
0.852
0.6
0.769
0.795
0.810
0.836
0.869
0.913
0.8
0.889
0.902
0.910
0.938
0.940
0.960
1.0
1.0
1.0
1.0
1.0
1.0
1.0
l2
l2
a
L
-30-
l1
3.2.19.3For members subjected to compression the slenderness ratio is not, in general, to be greater than
that as given in Table 3.2.19.3.
Slenderness Ratio for Compression Members
Table 3.2.19.3
Slenderness ratio
Types of components
Primary members subjected to compression
Chords of main truss
120
Member as a whole
150
Secondary members subjected to compression (bracings of main truss or chords of auxiliary truss)
150
3.2.20Stability of plate against local buckling failure

c or for plate subjected to compression or shear against local
3.2.20.1The critical buckling stress cr
cr
buckling is given by the following expression respectively:
2
t
c
ccrcr
= kc E
b
2
t
crcr = k E
b
where:

MPa
MPa
E modulus of elasticity of steel, 2.06 105, in MPa;

t plate thickness, in mm;
b plate width, in mm;
kc compression buckling coefficient, see Table 3.2.20.1;
k shear buckling coefficient, see Table 3.2.20.1.
Buckling coefficient
Table 3.2.20.1

=
Stress condition
No.
Uniform or nonuniform compression,01

1

Simple bending or bending with tension

as a major stress, -1
1
2
3
2

a
b
Bending with compression as a

major stress,
1
kc =
7.59
+ 1.1

2
kc =
1.9
( + 1 )
+ 1.1
k c = 21.6
1.69
k c = 14.3 +
+ 7.77 2
2
k c = (1 + )k c' k c'' + 10 (1 + )

Buckling coefficient
k c' buckling coefficient,where = 0

as shownin col. No.1
k c'' Buckling coefficient,where = - 1
as shown in col. No.2
Pure shear

-31-
k = 4.82 +
k = 3.6 +
3.6
4.82

3.2.20.2The combined critical buckling stress crp for plate subjected to combined compression and shear
stress is given by the following expression:
V crp
V c2 3W 2
2
3 M Vc W
1M Vc
c
c
4 V cr
4
V cr W cr
MPa
where: c compression stress, in MPa;

shear stress, in MPa;
see the description under the column stress condition in Table 3.2.20.1;
crc , cr same as defined in 3.2.20.1 above.
p obtained from the expressions as specified in 3.2.20.1 or
3.2.20.3Where the values of crc , 3 cr or cr
3.2.20.2 as appropriate, is greater than the elastic limit of steel which is assumed to be 0.75s, the critical
c , c or p obtained from the following expressions:
buckling stress crc , cr or crp are to be substituted by cr1
r1
cr1
V s

c
5.35V cr
MPa
V s

1
3 5.35W cr
MPa
V s

5.35V crp
MPa
V crc 1
V s 1
W cr1
V s
V crp1
V s 1
where: crc , cr or crp are defined in 3.2.20.1 and 3.2.20.2 above;

s yield strength of steel, in MPa.
3.2.20.4The allowable stress against the buckling failure of plate is to be taken as the critical buckling stress
or modified critical buckling stress, obtained from 3.2.20.1, 3.2.20.2 or 3.2.20.3, divided by a safety factor n as
given in Table 3.2.16.1.
3.2.20.5These calculations do not cover the critical buckling stress for plates strengthened with stiffeners.
The calculation of critical buckling stress for plates strengthened with stiffeners are to be specially considered
otherwise.
3.2.21Stability against buckling failure for the thin wall cylinder
3.2.21.1The thin wall cylinders subjected to the axial compression or combined compression and bending are
to be calculated for the stability against buckling failure provided the dimensions of cylinders comply with the
relationship as given by the following expression:
V
t t
d
25 25 s s
RR
EE
where:

t cylinder wall thickness, in mm;

R radius of middle plane of cylinder wall, in mm;
E modulus of elasticity of steel, in 2.06 105, in MPa.
3.2.21.2The critical buckling stress crc for the thin wall cylinders subjected to axial or eccentric compression
is given by the following expression:
V crc
0.2 Et
R
-32-
MPa
where: E, t and R are the same as in 3.2.21.1 above.

3.2.21.3Where the critical buckling stress obtained from 3.2.21.2 is greater than the elastic limit of steel
c obtained from the
which is assumed to be 0.75s, the critical buckling stress cr is to be substituted by cr1
V s
V crc 1 V s 1
c MPa
5.35V cr
where: s, crc are defined in 3.2.21.1 and 3.2.21.2.
3.2.21.4The allowable stress against buckling failure is to be taken as the critical buckling stress or modified
critical buckling stress, obtained from 3.2.21.2 or 3.2.21.3 as appropriate, divided by the safety factor n as
specified in Table 3.2.16.1.
3.2.21.5When the length of the thin wall cylinder is greater than 10R, intermediate ring stiffeners are to be
fitted and the spacing of the ring stiffeners are not to be greater than 10R. The moment of inertia of area of the
ring stiffener is not to be less than the value as given by the following expression:
3
I It Rt
2
R
mm4
t
where: R and t are defined in 3.2.21.1.

3.2.22Allowable stress for joints and connections
3.2.22.1Welded joints
The allowable stress for welded joints is to be taken in accordance with Table 3.2.22.1 dependent on the
physical properties of the weld metal considered as to be not less than the parent metal. The actual stress for the
fillet welds is to be calculated on the basis of throat dimension of the welds.
Allowable Stress for Welded Joints
Table 3.2.22.1
Allowable stress, in MPa
Type of welds
Tension and compression
Shear
Full penetration butt weld
s/n
0.58 s/n
Fillet weld
0.7 s/n
0.58 s/n
Note: s yield strength of parent metal, in MPa;

n safety factor as given in Table 3.2.16.1.
3.2.22.2Bolted joints
Black bolts (ordinary grade bolts) are not to be used for primary joints or joints subjected to fluctuating or
reversal of load.
For joints using precision bolts, defined as machined or cold finished bolts fitted into drilled or reamed holes,
the allowable stress with respect to the external applied load is not to exceed that given in Table 3.2.22.2.
Where the joints are subjected to fluctuating or reversal of load the bolts are to be pretensioned by controlled
means to 70 to 80 per cent of their yield stress.
Allowable Stress for Bolts
Table 3.2.22.2
Allowable stress, in MPa
Type of loading
Tension
Load cases 1 & 2
Load cases 3 & 4
s/2.5
s/1.85
Single shear
s/2.6
s/2.0
Double shear
s/1.75
s/1.30
s/2.1
s/1.56
s/1.1
s/0.83
Combined tension and shear

Bearing
2 + 3 2
Note: s yield strength of bolt material, in MPa. Load cases are defined in 3.2.14.
-33-
3.2.23Slewing ring and slewing ring connecting bolts

3.2.23.1The slewing ring and the slewing ring connecting bolts are to be calculated for their static and fatigue
strength.
3.2.23.2The ring mounting flange is to be of rigid construction. The mating surfaces between the ring and
the pedestal flange are to be, in general, steel to steel and the packing material is not recommended between the
joint faces. The properties of the ring material are to comply with the requirements of 6.3.2.
3.2.23.3The bolts for connecting the ring and pedestal flanges are to be of ISO 898/1 steel Grade 8.8 (b
800 MPa, s = 0.8b), 10.9 (b 1000 MPa, s = 0.9b) or 12.9 (b 1200 MPa, s = 0.9 b) or equivalent and
are to be pretensioned by controlled means to 70 to 90 per cent of their yield strength. The properties of the
connecting bolt material are to comply with the requirements of 6.3.2.
3.2.23.4The maximum load P of bolt due to external loading is given by the following expression:
P=
where:

4M Q
nD
nD
nn
M design overturning moment, in N mm;

Q design axial load, in N;
D pitch circle diameter of bolts, in mm;
n number of bolts.
3.2.24Materials
3.2.24.1The crane is to be constructed of steel complying with the applicable requirements of CCS Rules for
Materials and Welding or the relevant standards acceptable to CCS.
3.2.24.2The selected steel grade is to provide adequate assurance against brittle fatigue taking account of the
material tensile strength and thickness and the environment in which the crane is designed to operate and is, in
general, to comply with the Charpy V-notch test requirements given in Tables 6.2.2.1 and 6.2.2.2.
3.2.25Wire rope safety factor, breaking load and sheave-rope ratio
3.2.25.1The safety factor n of wire ropes for both running and standing application are not to be less than the
value given by the following expression, but need not be greater than 5 or less than 3:
n=
110
0 44
0.9 SWL + 1910
where: SWL safe working load of crane, in kN.

3.2.25.2The minimum breaking load Qb is given by the following expression:
Qb = nW
where: n safety factor of wire rope required, obtained from 3.2.25.1;

W the static load in the wire rope taking due account of the friction in the sheaves over which the
wire rope passes, in N
3.2.25.3The ratio of sheave diameter measured at the bottom or rope groove to wire rope diameter is not to
be less than 19:1.
3.2.26Braking safety factor
3.2.26.1The braking safety factor for various mechanisms of lifting appliance is the ratio of braking torque
to the possible maximum static torque on the shaft of the brake (including the torque due to wind load and
inclination load). The braking safety factor for hoisting or luffing mechanism is not to be less than 1.5 if
providing one set of such mechanism, and not to be less than 1.25 for each if providing two sets of such
mechanism.
-34-
3.3OFFSHORE CRANES
3.3.1Application
3.3.1.1This Section applies to cranes which are designed to operate in offshore environments. Those are
defined as sea environments in which there is significant movement of the ship or installation on which the
crane is mounted due to wave action. The sea state will, in general, be in excess of that described by Beaufort
No.2.
The above-mentioned cranes cover jib cranes, A frames and fixed structures used for lifting operations.
3.3.1.2The requirements of 3.2 of this Chapter are to apply to offshore crane design except where specific
requirements are defined in this Section.
3.3.1.3Cranes mounted on offshore installation used solely for lifting operations on the installation itself may
be considered as shipboard cranes as defined in 3.2 of this Chapter.
3.3.1.4Travelling gantry cranes will be specially considered on the basis of this Section.
3.3.2Service category and duty factor
3.3.2.1Except the case as specified otherwise, the design of offshore cranes is to be made in accordance with
specified service category. The duty factor d = 1.20 is to be used for all offshore cranes.
3.3.3Dynamic forces
3.3.3.1The dynamic forces due to hoisting for offshore cranes are to include the effect of relative movement
of the crane besides load due to normal hoisting shock and dynamic effects.
3.3.3.2The hoisting factor h is considered to be dependent on the design operational sea conditions which
may be defined by the Beaufort No., sea state No. or wave height and period, and is to be calculated from the
h = 0.83 + w
K
Ql
where: w wave factor given in Table 3.3.3.2;

K the crane system stiffness, in MPa;

Ql live load, in N.
For initial design calculations
K
may be taken as 0.057.
Ql
Minimum Hoisting Speed, Wave Factor and Offlead angle for Various Sea Conditions
Table 3.3.3.2
Beaufort No.
Sea state No.
Significant
wave height
Offlead angle ()
1
3
Minimum
hoisting speed
Vh(m/s)
Wave factor w
H (m)
Case 1
Case 2
0.6
0.2
8.1
2~3
1.6
0.33
13.7
5~6
3.9
0.46
21.7
7.0
0.64
33.3
12
12
Notes: offlead in plane of jib;

offlead normal to plane of jib.
For case 1 and case 2, see 3.2.14.
3.3.3.3When the design operational sea state is known, the hoisting factor h may be calculated from the
following expression, but in no case less than that specified in 3.2.5:
-35-
H3
0.83 ++ 45.4
45 .5
hh==0.83
T
K
Qtl
where: H 3 design significant wave height, in m;

T design wave period, in seconds;

K and Ql same as defined in 3.3.3.2.
3.3.3.4To calculate the crane system stiffness the following combination of structural elements of hoist rope
system, luffing rope system, crane jib are to be considered.
For wire rope the modulus of elasticity is to be taken as 1.1 105 MPa.
3.3.3.5When a motion compensator, shock absorber, or similar device is fitted, proposal to use lesser hoisting
factors will be specially considered.
3.3.4Offlead angles
3.3.4.1The design offlead angles are to be taken in accordance with the sea conditions as given in Table
3.3.3.2. Proposals to use lesser value will be specially considered should arrangements to reduce offlead angles
be fitted.
3.3.5Hoisting speed
3.3.5.1The minimum load hoisting speed is to be high enough to ensure that after the load is lifted re-contact
is not to occur with the ship due to wave action. The minimum load hoisting speeds to avoid re-contact for the
various sea conditions are given in Table 3.3.3.2.
3.3.5.2When the design wave height and period are specified, the load hoisting speed may be obtained from
the following expression:
1
H3
Vh == 0.93
0.93
m/s
where: H 3 and T are the same as defined in 3.3.3.3.

3.3.6Slewing rings
3.3.6.1The properties of the slewing ring material are to comply with the requirements of 6.3.2.
3.3.6.2The ring is to be considered with respect to static loads resulting from the worst load combination as
specified in 3.2.14 and associated with an allowable stress based on a safety factor not less than 2.5 with respect
to the yield strength of steel. The ring is also to be considered with respect to fatigue loading with an allowable
stress based on a safety factor not less than 1.5. The fatigue loading is to be taken from the load combination
Case 2 as specified in 3.2.14 multiplied by a load spectrum factor 0.7. The fatigue failure stress is to be taken
from the S-N curve obtained from a type testing on the basis of 2 106 cycles.
Slewing rings are to meet the requirements for both static and fatigue strength.
3.3.6.3The slewing ring bolts are to be made of steel having an impact properties not less than those as given
in 3.3.6.1. The steel grade is, in general, not to exceed ISO 891/1 Grade 10.9. The bolts are to be designed to be
able to withstand both the static and fatigue loading as specified in 3.3.6.2 taking due account of pretension.
3.3.6.4Magnetic particle examination is to be made to the machine-finished components of the ring.
3.3.7Materials
3.3.7.1The crane is to be constructed of steel complying with the applicable requirements of CCS Rules for
Materials and Welding or the relevant standards acceptable to CCS.
3.3.7.2The selected steel grade is to provide adequate properties against brittle fracture. Charpy V-notch test
requirements are to comply with Tables 6.2.2.1 and 6.2.2.2, in J, according to the thickness and tensile strength
of steel used.
3.3.7.3For the design operating temperature below -10 the Charpy V-notch test requirements will be
specially considered.
-36-
3.3.8Safety factor and breaking loads of wire ropes

3.3.8.1The rope safety factor no for offshore cranes is to be determined from the following expression but in
no case be less than that obtained from 3.2.25.1:
no = 0.625 h n
where: n safety factor obtained from 3.2.25.1;

h hoisting factor obtained from 3.3.3.2.
3.3.8.2The required breaking load of the rope is given in accordance with 3.2.25.2, but in this case, n is to be
substituted by no as specified in 3.3.8.1.
3.4SUBMERSIBLE HANDLING SYSTEMS
3.4.1.1This Section applies to installations which are designed to handle manned submersibles in offshore
conditions. Offshore conditions are defined as those which exist in an open sea environment in which the sea
state does not exceed that described by Beaufort No.5. Special consideration will be given to cases where
service in a more severe sea is envisaged.
3.4.1.2The requirements of 3.2 of this Chapter are to apply to submersible handling systems except where
specific requirements are defined in this Section.
3.4.1.3The submersibles as defined in this Section are to include diving bells.
3.4.2Duty factor
3.4.2.1A single duty factor d used for all submersible handling systems is to be taken as 1.20.
3.4.3Basic loads
3.4.3.1The live load Q1 to be used for submersible handling systems is to be taken as the greater of:
(1) the maximum in air weight of the submersible and exposed length of hoisting rope;
(2) the maximum weight of the exposed length of hoisting rope, together with the combined in water weight of
the submersible and submerged length of rope.
3.4.3.2Where the handling system does not lift the submersible through the air/water interface, the live load
may be taken as that defined in 3.4.3.1(2).
3.4.4Hoisting factor
3.4.4.1A hoisting factor h to be used for submersible handling systems incorporates the effects of the
submersible passing through the water/air interface and is to be taken as 1.70.
3.4.5Offlead angles
3.4.5.1Submersible handling equipment operates in an offshore environment where there is significant
movement of the ship and/or submersible due to wave action. To allow for these conditions an offlead angle of
10 assumed to be acting in both planes simultaneously is to be used for design purposes.
3.4.6Stowage arrangements
3.4.6.1The stowage arrangements are to be designed to withstand the most severe combination of motions
which can occur when the handling system is stowed. In the case of ship mounted installations reference is to
be made to 3.2.11.1.
3.4.6.2It additionally may be necessary to consider the effects of green sea loading, in which case a value
of 8400 N/m2 is to be used as an equivalent hydrostatic pressure.
3.4.7Materials
3.4.7.1The materials for making submersible handling systems are to comply with the applicable
requirements of 3.3.7.
-37-
3.4.8Rope safety factors

3.4.8.1The rope safety factors for manned submersibles are to be as follows:
(1) taken as 8.0 for steel wire ropes;
(2) taken as 10.0 for man-made fibre ropes.
3.4.8.2The rope safety factors for unmanned submersibles are to be as follows:
(1) obtained form 3.3.8, but to be taken as not less than 6.0 for steel wire ropes;
(2) obtained from 3.4.8.2(1) multiplied by 1.25 for man-made fibre ropes.
3.4.8.3If in addition to the primary hoist rope a secondary system of recovery is employed using another
hoist rope, the minimum safety factor for this is not to be less than 5.0.
3.5HEAVY LIFT CRANES
3.5.1.1This Section applies to cranes mounted on barges, semi-submersibles or other vessels, used in
construction and salvage operations within harbors or sheltered waters or in equivalent offshore environmental
conditions. The safe working load of the main hook is to be not less than 1600 kN.
3.5.1.2Specifications of operational and environmental conditions are to be provided for design of heavy lift
cranes.
3.5.1.3Unless specifically provided otherwise, the requirements of 3.2 of this Chapter apply also to the heavy
lift cranes defined in 3.5.
3.5.1.4Where the safe working load of the auxiliary hook is less than 1600 kN, the structural components are
to be designed in accordance with 3.2.
3.5.2Hoisting factor
3.5.2.1The hoisting factor h to be used for heavy lift cranes is to be taken as 1.1.
3.5.3Offlead angles
3.5.3.1The limits of offlead angles of hoisting wire ropes (in plane of jib and normal to plane of jib) are to be
provided. Offlead angles may include the ships heel and trim angles.
3.6CRANE PEDESTALS
3.6.1.1The strength of crane pedestals is to be considered in accordance with the loading conditions as
specified in 3.2, 3.3 and 3.4 and their allowable stress is to be obtained in accordance with the requirements of
3.6.2.
3.6.1.2Pedestals, in general, are to be carried through the deck and effectively connected with the main hull
structure. Alternative support arrangements will be specially considered. The pedestal flange in way of the
slewing ring bearing is to be of rigid and levelled construction. Where the flange is stiffened with brackets, the
spacing of the brackets is not to be greater than that of two connecting bolts.
3.6.2.1The allowable stress [] for pedestals is to be given by the following expression:
>V @
Vs
E n
MPa
where: s yield stress of steel, in MPa;

n safety factor, to be taken as the value given in Table 3.5.2.1 under the loading conditions specified
in 3.2.14;

coefficient given in Table 2.3.5 according to the ratio of yield strength to tensile strength.
-38-
Safety Factor n
Table 3.6.2.1
Loading condition
Safety factor n
2.0
1.75
1.6
1.6
3.6.2.2The failure stress in the failure modes under elastic condition is defined in Table 3.2.16.2.
3.6.3Materials
3.6.3.1The grade of steel for crane pedestals is to comply with the requirements of Table 6.2.2.1. Where the
pedestal is connected to the hull support by bolts, the requirements for the bolts are to be equivalent to those for
slewing ring bolts.
3.7CARGO AND VEHICLE LIFTS
3.7.1.1This Section applies to cargo and vehicle lifts which are operated whilst the ship is in a harbour or
sheltered waters, and where the cargo or vehicles may be stowed on the ship in their stowed position whilst the
ship is at sea. These lifts may be designed in compliance with the requirements of Standard Service Category,
otherwise they are to be designed in compliance with those of Specific Service Category.
3.7.1.2The operating and stowed loading conditions are to be clearly specified in all submissions together
with hoisting speeds and braking frequency.
3.7.1.3For the operating condition the lift is to be considered with respect to the following loads and forces:
(1) load due to self-weight of lift;
(2) applied loading;
(3) dynamic forces due to hoisting/lowering;
(4) static forces due to inclination of the ship.
3.7.1.4The lift structure and locking mechanism are also to be examined with respect to the stowed condition
for the following criteria appropriate to the ships characteristics:
(1) load due to self-weight of lift;
(2) applied load due to vehicle or cargo loading;
(3) forces due to ships motion and static inclination;
(4) weather loading, where appropriate.
3.7.2 Basic loads
3.7.2.1The self-weight load, Lm, is the load imposed on the hoisting mechanism by the weight of the structure
and machinery.
3.7.2.2The applied load, Lc, is the loading imposed on the lift structure by the cargo or vehicle.
3.7.2.3The safe working load (SWL) is the maximum load for which the lift is certified and is equal to the
maximum value of Lc.
3.7.3Dynamic forces and coefficient
3.7.3.1To take account of the acceleration and shock loading the self-weight Lm and applied load Lc are to be
multiplied by a coefficient of 1.2.
3.7.4Forces due to ships motion
3.7.4.1For the operational condition, the lift is to be designed to operate safely and efficiently at an angle of
heel of the ship of 5 and an angle of trim of 2 acting simultaneously. If it is intended to operate a lift at angles
greater than above, the lift is to be designed for the proposed angles and the certificate marked accordingly.
-39-
3.7.4.2In addition to the operating conditions, the lift and its locking mechanism are all to be designed to
withstand the conditions when stowed:
(1) acceleration normal to deck of 1.0 g;
acceleration parallel to deck in fore and aft direction of 0.5 g;
static heel of 30;
(2) acceleration normal to deck of 1.0 g;
acceleration parallel to deck in transverse direction of 0.5 g;
static inclination of 30.
3.7.4.3Alternatively, for a conventional ship of which the characteristics are known, the forces may be
calculated for the combination of static and dynamic forces in accordance with the requirements as specified in
3.2.11.2.
3.7.5Design loads
3.7.5.1The design loads are to be consistent with the ships loading manual and include the details of the
number and spacing of vehicles the lift is designed to accommodate, the type of vehicles, their weight, axle
loading, tyre print dimension, and number and spacing of wheels and supports. Figures 3.7.5.1(a) to (d) give the
typical loading information, in which the maximum axle loading of 20 ft container trailers is 175 kN and that of
40 ft container trailers 159 kN. Due account of asymmetric loading is to be taken where applicable.
-40-
7:N1
4500
171.5kN
490kN
570
490kN
1090
4000
196kN
11700
12200
2100
7500
294kN
196kN
81
600
294kN
(196kN+98kN)
7:N1
196kN
196kN
2650
8550
81
2600
700
196kN
2100
294kN
300
7:N1
196kN
196kN
196kN
9440
260
370
196kN 196kN
370
10700
2900
2000
304kN
2650
253
260
196kN
217
7:N1
304kN
304kN
56
12300
2500
1000
392kN
410
7:N1
3300
1500
637kN
637kN
56
637kN
5200
10000
350
7:N1
328kN(RQHDFKZKHHO)
3600
700
9600
900
164kN

$OODUH

7:
N1

Figure 3.7.5.1 (a)Typical Loading Data
-41-
164kN
70kN
30kN
30kN
250
4000
200
4000
7000
500
200
1800
2500
70kN
&DU7:kN
100kN
50kN
50kN
250
4000
200
4000
7000
500
200
1800
2500
100kN
&DU7:kN
130kN
70kN
70kN
300
130kN
2500
600
200
1800
4000
200
4000
7000
&DU7:kN
Figure 3.7.5.1 (b)Typical Loading Data
-42-
120kN
60kN
60kN
300
4000
1400
200
120kN
200
600
120kN
1400
120kN
2500
1800
4000
8000
600
200
&DU7:kN
30kN
120kN 120kN
30kN
120kN
7000
1400
3000
200
15000
600
120kN
200
&DU7:kN
600
140kN
200
600
Figure 3.7.5.1 (c)Typical Loading Data
-43-
2000
140kN
1400
200
600
2500
1400
3000
140kN 140kN
1400
200
300
200kN 200kN
200kN 200kN
4000
1200
1200
7UDLOHU7:kN
3500
250kN 250kN
250kN 250kN
4000
1200
1200
500
900
7UDLOHU7:kN
900
3500
300kN 300kN
4000
1200
7UDLOHU7:kN
500
200
300kN 300kN
1200
900
7UDQVYHUVHDUUDQJHPHQW
7RWDOJUDYLW\IRUFHkN
8QLWSUHVVXUHRIHDFKFUDZOHUEHOWkN/m
700
700

2500
3200
&UDZOHU7:kN
7UDQVYHUVHDUUDQJHPHQW
Figure 3.7.5.1 (d)Typical Loading Data
-44-
3.7.5.2In addition to the vehicle loading the lift is to be considered with respect to uniform deck loading
appropriate to the deck or decks at which it is stowed.
3.7.5.3Where the lift forms part of ships watertight structure, it is to comply with the watertight
requirements, as appropriate.
3.7.6Load combination of various loading conditions
3.7.6.1Case 1 operating condition
The load combination is represented by the following expression:
1.2 (Lm + Lc) + Lh1 + Lh2
where: Lm self weight load;

Lc applied load;

Lh1 level load due to 5 heel;

Lh2 level load due to 2 trim.
3.7.6.2Case 2 stowed condition
The lift is to be considered with respect to the forces resulting from the acceleration due to ships motion,
together with the forces due to static heel and inclination as defined in 3.6.4.
3.7.6.3Case 3 test load condition
The load combination of the self weight and the test load is represented by the following expression:
1.2 (Lm + Lt)
where: Lt test load obtained from Table 3.7.6.3.
Test load Lt
Table 3.7.6.3
Test load Lt
Safe working load SWL
1.25 SWL
196
196 ~ 490
SWL + 49
1.1 SWL
490
3.7.7.1The allowable stress [] in the elastic failure modes is given by the following expression:
[] = /(n) MPa
where: failure stress, in MPa , to be taken in accordance with 3.2.16.2;

n safety factor, to be taken in accordance with Table 3.7.7.1;

coefficient given in Table 2.3.5 according to the ratio of yield strength to tensile strength.
Safety Factorn
Load case
Safety factor n
case 1
1.67
Table 3.7.7.1
case 2
1.33
case 3
1.18
3.7.7.2For component subjected to combined stresses the following allowable stress criteria are to be met:
V cp
where:

>V @
V x2 V y2 V x V y 3W 2
d 1.11.1[]
cp combined stress, in MPa;

x applied normal stress in x direction, in MPa, and to be less than [];
y applied normal stress in y direction, in MPa, and to be less than [];
applied shear stress, in MPa, and to be less than 0.58 [];
[] to be the same as 3.7.2.1.
-45-
3.7.8Allowable stress against plate buckling failure

3.7.8.1For plate subjected to compression or shear or combined compression and shear, the critical buckling
stress is to be obtained in accordance with 3.2.20.1, 3.2.20.2 and 3.2.20.3 respectively
3.7.8.2The allowable stress against the buckling failure is to be taken as the critical buckling stress given in
3.2.20, divided by the safety factor as specified in Table 3.7.7.1
3.7.8.3The above calculations are not applicable to the critical buckling stress for the plates strengthened by
stiffeners. The calculation of buckling stress for plates strengthened by stiffeners will be specially considered.
3.7.9Deck plating thickness
3.7.9.1The deck plating thickness t is not to be less than that as given by the following expression:
t
1.47 ALw 1.5
mm
where: A stress factor obtained from Figure 3.7.9.1 for the tyre print and plate dimensions as defined in the
Figure;

Lw load, in kN, on the tyre print, for close-spaced wheels the shaded area shown in Figure 3.7.9.1
may be taken as the combined wheel print.

lc

A

Type print ratio (PR) = (/)

Plate panel ratio = (le/S)
Plate panel ratio 2.5
Plate panel ratio = 1.0
Note:
For intermediate values of tyre print ratio
and plate panel ratio the stress factor A
is obtained by interpolation

PR
=
PR 0.5
PR =1.
=0 0
.5
PR

.0
=1
.0
PR
=2
PR
.0
=2
PR .0
=3

PR
=3
.0

v
s

Figure 3.7.9.1Deck Plating Stress Factor A
-46-
3.7.10Deflection criteria
3.7.10.1The deflection of the lift structure or individual members with respect to the cranes operating in the
loading conditions of Case 1 and Case 2 as specified in 3.7.6 are to be limited to l/400, where l is the distance
between two supports, in mm.
3.7.10.2Where applicable, the maximum deflection is to be limited to ensure the watertight integrity of the
ship is maintained.
3.7.11Guide rails
3.7.11.1Guide rails or other arrangements are to be provided to restrict horizontal movement of the lift during
operation.
3.7.11.2Where guide rails are fitted, the maximum deflection resulting from the horizontal component of load
is not to be greater than 6 mm.
3.7.11.3The working clearance between the lift and guide rails is to be such as to allow free vertical
movement of the lift.
3.7.12Stowage locks
3.7.12.1The stowage locks are to be provided for the lifts placed in stowed condition and to resist the vertical,
forward/aft and lateral loads as defined in Case 2 of 3.7.6.2. Arrangements are to be such that the locks do not
work loose or impair the watertight integrity of the ship.
3.7.13Hoisting arrangements
3.7.13.1Where chains are used as a part of the hoisting arrangement, the safety factor of chains is not to be
less than 4.0.
3.7.13.2Where wire ropes are used as a part of the hoisting arrangement, the safety factor n of wire ropes is
given by the following expression:
n
10 4
0.9 Lmc 1910
but not less than 4.0 nor greater than 5.0

where: Lmc weight of lift in which the rated load is carried, in kN.
3.7.14Materials
3.7.14.1The selected steel grade for the construction of lifts is to have adequate performance against brittle
fracture taking account of the material tensile strength, the thickness and the environment in which the lift is
proposed to operate and, in general, the Charpy V-notch test requirements for such steel grade are not to be less
than those given in Tables 6.2.2.1 and 6.2.2.2.
3.8VEHICLE RAMPS
3.8.1.1This Section applies to the moveable vehicle ramps installed on ships where the loading or unloading
operation is carried out in a harbour or sheltered waters, these ramps may be designed in compliance with the
requirements of Standard Service Category. Where the ramps are designed to operate in conditions other than
those as defined above, they are to be designed in compliance with the requirements of Specific Service Category.
3.8.1.2The loaded and stowed conditions are to be clearly specified in all submissions, together with the
hoisting speeds, braking frequency and operating angles for the intermediate positions of the ramp.
3.8.1.3For the loaded condition the ramp is to be considered for the worst possible combination of angles and
support arrangement (supported by the quay and/or its hoisting mechanism) with respect of the following loads
and forces:
(1) load of self-weight;
(2) applied load;
-47-
(3) dynamic forces due to vehicle movement.

3.8.1.4For raising and slewing manoeuvres the ramps are to be considered with respect to the following loads
and forces:
(2) applied load, where appropriate;
(3) dynamic forces due to hoisting/slewing;
(4) forces due to ships static inclination.
3.8.1.5For the stowed condition the ramp and its locking mechanism are to be considered with respect to the
following loads and forces:
(2) applied load, where appropriate;
(3) forces due to the ship's motion and static inclination;
(4) weather loading, as appropriate.
3.8.2Basic loads
3.8.2.1The self-weight load, Lm, is to be taken as the weight of the ramp and multiplied by a coefficient of 1.2
to take account of dynamic forces due to manoeuvring the ramp.
3.8.2.2The applied load, Lc, is the static load on the ramp due to cargo or vehicles and is to be multiplied by a
coefficient of 1.1 to take account of the vehicle movement.
3.8.2.3When the ramp is manoeuvred and loaded both Lm and Lc, Lm and Lc are to be multiplied by a
coefficient of 1.2.
3.8.3Forces due to ship's motion
3.8.3.1Ramps are to be designed to operate in a harbour or sheltered waters where there is no significant
motion of ship due to wave action.
3.8.3.2For both lowered and manoeuvred conditions the ramp is to be designed to operate safely and
efficiently at an angle of heel of 5, and an angle of trim of 2 acting simultaneously.
3.8.3.3The slope of the ramp is to comply with the requirements of Table 3.8.3.3, and where the ramp is
designed for ship to shore use, this angle is to include the effects of heel and trim defined above.
Slope of Ramp
Type of vehicle
Table 3.8.3.3
Car
Trailer
Maximum slope
1:5
1:6
1:9
1:9
Generally selected slope
1:6
1:7
1 : 10
1 : 10
Slope
Heavy trailer
Container trailer
3.8.3.4The ramp and its locking mechanism are to be designed to withstand the following conditions when
the ramp is in its stowed position:
(1) acceleration normal to deck of 1.0 g,
acceleration parallel to deck in fore and aft direction of 0.5 g,
static heel of 30;
(2) acceleration normal to deck of 1.0 g,
acceleration parallel to deck in transverse direction of 0.5 g,
static heel of 30.
3.8.3.5Alternatively, where the ramp is fitted to a conventional ship and the ships characteristics are known,
the forces may be calculated for the combination of static and dynamic forces of 3.2.11.2 for the ships motions
and accelerations obtained from Tables 3.2.11.2(a) and 3.2.11.2(b).
3.8.4Design loads
3.8.4.1The design loads of ramps are to be consistent with the ships loading manual and are to include the
details of the number and spacing of vehicles the ramp is designed to carry, the type of vehicles, their weight,
axle loading, tyre print dimensions, and number and spacing of wheels and supports. Figure 3.7.5.1 gives
typical ramp loading information.
-48-
3.8.4.2In addition to the vehicle loading, where a ramp in its stowed position forms a part of a deck it is
to be considered with respect to the uniform deck loading. Similarly where the ramp forms part of the ships
watertight structure, it is to comply with these requirements as appropriate.
3.8.5Load combinations
3.8.5.1Case 1 lowered condition
The load combination is represented by the following expression:
Lm + 1.1Lc + Lh1 + Lh2 + Lh3
where: Lm self-weight load;

Lc applied static load;

Lh1 load due to 5 heel;

Lh2 load due to 2 trim;

Lh3 load due to ramp angle.
3.8.5.2Case 2 stowed condition
The ramp and locking mechanism are to be considered with respect to the forces acting on the self-weight and
applied load as appropriate resulting from accelerating due to ships motions and static inclination together with
weather forces appropriate to the stowed position.
3.8.5.3Case 3 manoeuvring condition
The combined loads and forces applied on the ramp are represented by the following expression:
(1) For ramps which are unloaded during manoeuvring:
1.2 Lm + Lh1 + Lh2
(2) For ramps which are loaded during manoeuvring:
1.2 (Lm + Lc) + Lh1 + Lh2
where: Lm, Lc, Lh1 and Lh2 the same as defined in 3.8.5.1 above.
3.8.6Allowable stresses and deflection criteria
3.8.6.1The allowable stresses for ramp structure are as defined in 3.7.7 and 3.7.8 inclusive.
3.8.6.2The deflection of ramp between supports with respect to Case 1and Case 2 is to be limited to l/400,
where l is the distance between supports, in mm.
Where applicable, the deflection in the stowed condition (Case 2) is to be limited to ensure the watertight
integrity of the ship is maintained.
3.8.7Hoisting and slewing arrangements
3.8.7.1Where chains are used as part of the hoisting or slewing arrangements they are to have a minimum
safety factor of 4.0.
3.8.7.2Where wire ropes are used as part of the hoisting or slewing arrangements they are to have a safety
factor n given by the following expression:
10 44
10
n=
0.9 L + 1910
but not less than 4.0 nor greater than 5.0
where: L weight of the ramp (for ramps which are unloaded during manoeuvring) or weight of the ramp together
with the applied load acting on the ramp (for ramps which are loaded during manoeuvring), in kN.
3.8.8Materials
3.8.8.1The selected grade of steel for the construction of ramps are to comply with the requirements given in
Table 6.2.2.1.
3.8.8.2The ramp materials are also to have adequate performance against brittle fracture taking account of
the material tensile strength, thickness and the environment in which the ramp is proposed to operate and, in
general, the Charpy V-notch test requirements for such steel grade are not to be less than those given in Tables
6.2.2.1 and 6.2.2.2.
-49-
3.9PASSENGER AND CREW LIFTS

3.9.1.1This Section applies to the lifts in conformity with the following conditions:
(1) driven with electric or hydraulic power;
(2) permanently installed in ships and employing an enclosed car;
(3) suspended by wire ropes;
(4) running at rigid guides between decks;
(5) the transfer of persons or persons and goods;
(6) the rated speed not exceeding 1.0 m/s. Lifts designed for a higher rated speed than 1.0 m/s will be specially
considered.
3.9.1.2The lift is to comply with the relevant requirements of the Administration, if appropriate, in addition
to the requirements contained in this Chapter.
3.9.1.3The rated load, minimum stopping distance, buffer stroke, type of hoisting drive, type of safety gear
and buffer are to be clearly specified in all lift submissions.
3.9.1.4The lift is to be designed such that it can be stowed, either manually or automatically, in the event of
the specified operational conditions being exceeded.
3.9.1.5For the operating conditions the lift is to be considered with respect to the following forces:
(1) self-weight of car;
(2) rated load;
(3) dynamic forces due to lift motion;
(4) forces due to ships motion and static inclination.
3.9.1.6For the stowed condition the lift is to be considered with respect to the following forces:
(1) self-weight of car;
(2) forces due to ships motion and static inclination.
3.9.2Basic loads
3.9.2.1The self-weight, Lm, is the load imposed on the hoisting mechanism by the weight of the permanent
components of the lift car structure and machinery.
3.9.2.2The rated load, Lc, is the load imposed on the lift car by the persons and is not to be less than that
obtained from Table 3.9.2.2.
Rated Load for Car (N)
Rated load (N)
980
1764
2205
2940
3675
3920
4410
5145
5880
6174
6615
7350
7840
8085
8820
Maximum available car area, in m2

0.40
0.50
0.70
0.90
1.10
1.17
1.30
1.45
1.60
1.66
1.75
1.90
2.00
2.05
2.20
Table 3.9.2.2
Maximum number of persons
1
2
3
4
5
5
6
7
8
8
9
10
10
11
12
Notes: For intermediate loads the area is determined by linear interpolation.

The maximum number of persons carried is given by: Lc/735, rounded down to the nearest whole number where Lc is
the rated load.
If the rated load exceeds by more than 15 per cent that indicated in the Table for maximum available car area, the
maximum number of persons permitted is to correspond to that area.
-50-
3.9.3Dynamic forces resulting from operation of safety device or car striking buffers
3.9.3.1The dynamic forces F due to the operation of the safety devices or the car striking the buffers are to be
taken into account and obtained by the following expression:
F = s (Lm + Lc)N
where: s = 2 + 0.135V 2/s;

V rated speed, in m/s;

s minimum stopping distance or buffer stroke, whichever is the lesser, in m;

Lm, Lc see 3.9.2.1 and 3.9.2.2 above.
3.9.3.2The rated speed, minimum stopping distance and buffer stroke are to be obtained from the lift
specification to which the lift is constructed.
Table 3.9.3.2 gives the typical values of governor tripping speed and stopping distances and Figure 3.9.3.2 gives
the typical buffer strokes.
Rated Speed and Stopping Distance for Car
Rated speed, in m/s
Governor tripping speed, in m/s
0 ~ 0.62
0.75
1.00
Table 3.9.3.2
Stopping distance, in m
minimum
maximum
0.88
0.15
0.38
1.05
0.15
0.41
1.40
0.23
0.56
0.6
0.5
%XIIHUVWURNHP
0.4
(QHUJ\DFFXPXODWLRQ
ZLWKEXIIHUHG
UHWXUQPRYHPHQW
0.3
(QHUJ\
DFFXPXODWLRQ
0.2
0.1
2
(v, m/s)
Figure 3.9.3.2Stroke for Various Types of Buffer

3.9.4Forces due to ships motion
3.9.4.1Passenger lifts and their associated machinery and structure are to be designed to operate at sea with
respect to the following conditions:
(1) roll: 10, with 10-second period;
(2) pitch: 7.5, with 7-second period.
-51-
3.9.4.2In addition to the operational conditions the lift and associated machinery and structure are to be
designed to withstand the forces resulting from consideration of the following conditions where it is in stowed
condition:
(1) roll: 22.5, with 10-second period;
(2) pitch: 7.5, with 7-second period;
(3) heave: amplitude = 0.0125L, with 10-second periodwhere L is the Rule length of the ship.
3.9.5Load combination
3.9.5.1 The lift and its associated machinery and structure are to be considered with respect to the design loads
resulting from the following conditions:
(1) Case 1: the loads are to be obtained from the following expression:
(Lm + Lc) s + Lh1 + Lh2
where: Lm self weight load;

Lc rated load;

s the dynamic factor due to safety devices operating or car striking buffer in 3.9.3.1;

Lh1 horizontal force due to roll;

Lh2 horizontal force due to pitch.
(2) Case 2: the self-weight of the lift is to be considered with respect to the forces resulting from the
acceleration due to the ships motion as defined in 3.9.4.2.
3.9.6.1The safety factor and allowable stress are to be in accordance with 3.7.7 and 3.7.8.
3.9.7Deflection criteria
3.9.7.1The deflection of the car structural members is not to exceed l/600 mm, where l is the distance
between supports, in mm.
3.9.7.2The deflection of the guide rails is not to exceed l/400mm, or 3 mm, whichever is the lesser, where l is
the distance between supports, in mm.
3.9.7.3The car walls or doors in their closed position are to be able to resist without permanent deformation
or elastic deformation greater than 15 mm a force of 300 N evenly distributed over a circular or square area of
500 mm2 applied parallel to the deck from inside towards the outside of the car. The doors are to be capable of
operating normally after being subjected to this load.
3.9.7.4The car roof is to withstand without permanent deformation a force of 2000 N applied at any position
and normal to the deck.
3.9.8Guides
3.9.8.1At least two steel guides are to be installed and the surface finish is to be sufficiently smooth to allow
the free running of the car or counterweight.
3.9.8.2The guides are to be designed to resist forces resulting from the application of the safety devices,
which are obtained from the following expression:
(Lm + Lc) s1
where: s1 coefficient given in Table 3.9.8.2;
Lm, Lc the same as described in 3.9.5.1(1)
Coefficient s1
Table 3.9.8.2
Type of safety devices
Coefficient s1
Instantaneous safety device
2.5
Captive roller type safety device
1.4
Progressive safety device
1.0
-52-
3.9.8.3The allowable stress for the guides is to be calculated in accordance with the method as specified in
3.2.17 and the slenderness ratio concerned is to be calculated in accordance with 3.2.19.1.
3.9.9Safety gear
3.9.9.1The car and counterweight are to be provided with safety gear capable of operating only in
a downward direction by gripping the guides. It should be capable of stopping the fully laden car or
counterweight, at the tripping speed of the overspeed governor, even if the suspension device breaks. The
safety gear is to be tripped by an overspeed governor, but the counterweight may be tripped by failure of the
suspension gear or by a safety rope.
3.9.9.2The safety gear may be of the instantaneous type with buffered effect or of instantaneous type where
the rated speed is not in excess of 0.63 m/s.
3.9.9.3The counterweight safety gear may be of the instantaneous type.
3.9.9.4The jaws of safety devices are not to be used as guide shoes.
3.9.10Overspeed governors
3.9.10.1Tripping of the overspeed governors is to occur at a speed of at least 115 per cent of the rated speed
but not more than:
(1) 0.8 m/s for instantaneous safety gears except for the captive roller type;
(2) 1.0 m/s for safety gears of the captive roller type;
(3) 1.5m/s for instantaneous safety gear with buffered effect.
3.9.10.2The tripping speed of an overspeed governor for a counterweight safety gear is to be higher than that
for the car safety gear but is not to exceed it by more than 10 per cent.
3.9.10.3The force exerted by the overspeed governor when tripped is not to be less than the greater of:
(1) 300 N; or
(2) twice the force necessary to engage the safety gear.
3.9.10.4The breaking load of the overspeed governor operating rope is to have a safety factor of 8.0 with
respect to the force required to operate the safety gear. The rope is not to be less than 6.0 mm in diameter and
the ratio of the bottom of the sheave groove diameter to rope diameter is not to be less than 30:1.
3.9.11Buffers
3.9.11.1The car and counterweight are to be provided with buffers at their bottom limit of travel. If the
buffers travel with a cage or countweight they are to strike against a pedestal at least 0.5 m high at the end of
the travel.
3.9.11.2Where energy accumulation type buffers are used the total possible stroke of the buffers is to at least
be equal to twice the gravity stopping distance corresponding to 115 per cent of the rated speed, i.e.:
s = 0.135V 2m
but not less than 0.065 m.
where: s stroke, in m;

V rated speed, in m/s.
Buffers are to be designed for the above stroke, under a static load of 4 times the self-weight of the car plus its
rated load or 4 times the weight of the counterweight as appropriate.
3.9.11.3With the rated load in the car the average deceleration due to the buffers acting on a free falling car is
not to exceed 1.0 g and the maximum deceleration not to exceed 2.5 g.
3.9.12Hoisting arrangements
3.9.12.1The hoisting arrangements may consist of:
(1) traction drive using sheaves and ropes; or
(2) positive drive, if the rated speed is not greater than 0.63 m/s, consisting of:
drum and rope without counterweight; or
sprocket and chain.
3.9.12.2The ratio of sheave groove diameter or drum to rope diameter is not to be less than 40 : 1. Where
drum drive is used, the drum is to be grooved and the fleet angle of the rope in relation to the groove is not to be
greater than 4 either side of the groove axis.
-53-
3.9.12.3Not more than one layer of rope is to be wound on the drum and when the car rests on its fully
compressed buffers one and a half turns of rope are to remain in the grooves.
3.9.12.4The safety factor of suspension ropes, defined as the ratio of minimum breaking load of the rope to
the maximum load on the rope when the car is at its lowest level and subjected to its rated load, is not to be less
than those given in Table 3.9.12.4.
Safety Factor for Rope
Table 3.9.12.4
Drive mode
Safety factor
Friction drive with three ropes or more
12
Traction drive with two ropes
16
Drum drive
12
3.9.12.5A device is to be fitted at one end of the hoisting arrangements to equalize the tension in the ropes or
chains.
3.9.12.6Where compensating ropes are used, the ratio between the bottom of sheave groove diameter and
diameter of the rope is not to be less than 30:1.
3.9.13Lift trunk and motor room
3.9.13.1All lift trunks and machinery spaces are to be completely enclosed, suitably ventilated, and
constructed to give fire protection in compliance with the requirements of the SOLAS Convention in force.
3.9.13.2Clearances around the car are also to be guarded or arranged to preclude the possibility of personnel
falling between the car and trunk.
3.9.13.3Only pipes and cables belonging to the lift may be installed in the trunk and the travelling cables
are to be protected by an internally smooth metal trough which is to be provided with a slot having rounded
edges to allow free passage of the cables leaving the lift car and be of sufficient width to allow passage of free
hanging loop of the travelling cable.
3.9.13.4Where two or more lifts are fitted into one trunk, each car and its associated counterweight is to be
separated by means of sheet steel over the full height of the trunk.
3.9.13.5The lift trunk is not to be part of the ships ventilation ducting but is to be ventilated by an
independent system.
3.9.13.6The trunk entrances are to be located to prevent the ingress of water or cargo into the trunk, and the
deck area at entrances are to be nonslip and of approved material which will not readily ignite.
3.9.13.7Where the lift is for crew, the headroom of the trunk (the space above the car roof when the car is in
its highest position) is to incorporate an escape hatch of 500 mm 500 mm minimum dimensions.
3.9.14Lift car and counterweight
3.9.14.1The car is to be constructed of steel or equivalent non-flammable material, have a non-slip floor
and be provided with at least one handrail where access for persons is clearly available. A load plate is to be
prominently displayed specifying the safe working load both in persons and kilogrammes.
3.9.14.2The car entrances are to be provided with doors of an imperforate type fitted with devices to prevent
untimely opening and slamming. The clearance between the car and car door is not to be more than 6 mm.
3.9.14.3The car and counterweight are to be guided over their full travel, including overtravel and an
independent guidance medium to limit car movement in the event of casting failure is to be provided where cast
iron shoes or guide shoes contained in cast iron housings are used.
3.9.14.4Counterweights are to be constructed of steel or equivalent material and filler weights are to be
securely clamped in position within steel frames. Concrete filler weights are not permitted. A suitable device is
to be fitted to stop and support the counterweight in the event of rope failure.
3.9.14.5Traction drive lifts are to incorporate a device to stop and support the car for the following
conditions:
(1) when a start is initiated, the lift machine does not rotate;
(2) the car or counterweight is stopped in downward movement by an obstruction which causes the ropes to
slip on the driving pulley.
3.9.14.6The device as specified in 3.914.5 is to function in a time not greater than the lesser of the following values:
-54-
(1) 45 s;
(2) time for the car to travel the full travel, plus 10 s, if the full travel time is less than 10 s, the time is to be
taken as 20 s.
3.9.14.7The device as stated above is not to affect either the inspection or electrical recall operation.
3.9.15Emergency means of escape
3.9.15.1For crew lifts the trunk is to be fitted with a ladder over its entire length leading to the escape hatch
in the headroom.
3.9.15.2For lifts intended solely for passengers a suitable ladder is to be provided to give access to the lift car
roof from a landing door and either the same or another provided to give access into the car from the emergency
opening in the car roof. These ladders are to be kept in a watch-keeping room or room accessible to competent
persons.
3.9.15.3A trap door in the car roof of the lift with suitable access to it from the inside is to be provided.
Where the lift is solely for passengers the trap door is to be fitted with a mechanical lock which can only be
operated from the outside. Where the lift is solely for crew the trap door is to be fitted with mechanical lock
which can be operated from the inside and outside the car.
3.9.15.4For crew lifts an access hatch is to be provided in the headroom of the trunk. Opening the hatch from
the outside is only to be possible by means of a special key which is to be kept in a box immediately by the
hatch.
3.9.15.5Notices in Chinese and English languages or pictographs as necessary, describing the escape routine
are to be fixed in the following locations:
(1) inside the car;
(2) on the car roof;
(3) inside the trunk, adjacent to each exit.
3.10STRENGTH OF SUPPORTING STRUCTURE OF CRANE PEDESTALS
3.10.1.1This Section applies to the design and strength analysis of the supporting structure in way of
connection of the crane pedestal to hull structure. Where there is no requirement specified in this Section,
the relevant requirements in PART TWO of CCS Rules for Classification of Sea-Going Steel Ships are to be
complied with.
3.10.1.2The supporting structure is the portion of hull structure, on or in which the pedestal, eyeplates, pin
seat, anchorage, tripping elements of a lifting appliance are fitted and which directly bears the forces acting on
such components. The supporting structure is to be capable of withstanding the most unfavorable design load
and is to have sufficient strength to ensure normal operation and equipment safety of the crane.
3.10.1.3In addition to the requirements of this Section, the supporting structure is to fully comply with the
requirements for the same portion of hull structure.
3.10.2Plans and documents
3.10.2.1The following plans and documents are to be submitted for approval:
(1) Structural arrangement plan, local structural strengthening plan, detailed plans of connections between
pedestal and deck and between supporting structures (details of such connections), covering all components in
the area of the supporting structure.
3.10.2.2The following plans and documents are to be submitted for information:
(1) Arrangement of jib (boom) and derrick post;
(2) Details of loads acting on pedestal;
(3) Strength calculations, including
a.description of operation conditions and load combinations;
b.wind, wave and current parameters of the most severe operating sea state and stowage condition;
c.report of seakeeping analysis and motion response calculation or model test report, as appropriate;
d.description of calculation model, including element types, boundary conditions;
e.calculation results, including deflection/deformation and yield, buckling.
-55-
3.10.2.3In addition to 3.10.2.1 and 3.10.2.2, electronic data of the calculation model may be required.
3.10.3Materials and welding of components
3.10.3.1The requirements for materials and welding of the supporting structure are based on the primary
structure defined in Chapter 6, and the survey requirements for welding of direct connections to the crane
pedestal (derrick post) are based on the special structure in Table 6.5.3.3.
3.10.4Structural details
3.10.4.1Connection details are to be so designed that stress will be reasonably transferred between connected
components. Expansion, increased thickness (without doubling plate) and smooth tapering of the connection,
high tensile steel, etc. may be used to reduce stress level and/or decrease so far as possible the effects of stress
concentration.
3.10.4.2So far as practical, holes are to be avoided in way of the components directly connected to crane
pedestal and derrick post and the ends of such components. Where this is unavoidable, compensation for the
purpose of safety is to be made.
3.10.4.3The derrick post is to extend continuously through the upper (main) deck into the hull and terminate
at a vertical supporting structure which is adequate in strength. Brackets, floors, girders, etc. are to be fitted in
way of connection between the post and deck so as to effectively transfer horizontal loading from all directions
to the supporting structure. The design is to avoid excessive stress acting on the deck plate connected to pedestal
and derrick post. Where necessary, Z-direction steel may be locally arranged within 1 m of the intersection of
connections in accordance with 3.10.4.4.
3.10.4.4Transfer of great tensile stress in through-thickness direction is to be avoided so far as practical to
prevent possible lamellar tearing of the plate. Where this is unavoidable, Z-direction steel complying with CCS
Rules for Materials and Welding is to be used.
3.10.4.5In addition, structural details are to be designed and constructed in compliance with the applicable
requirements of PART TWO of CCS Rules for Classification of Sea-Going Steel Ships.
3.10.5Design loads
3.10.5.1Design loads are generally to be based on the operating conditions and load combinations specified
in 3.2 to 3.5, covering at least the following maximum loading:
(1) vertical loading;
(2) horizontal loading;
(3) overturning moment;
(4) torque.
3.10.5.2The inertial forces of the crane in response to and due to the ships motions are to be obtained
according to 3.2.11.2 and in addition, may be determined by recognized software in seakeeping analysis and
quasi-static analysis according to the most severe sea state likely to be encountered.
3.10.5.3 For wind loads, horizontal inertial forces and other horizontal loads as well as overturning moments,
the most unfavorable bearing angles of their actions in respect to the supporting structure are to be obtained
by searching trial calculation methods or alternatively, typical bearing angles of such actions in longitudinal,
transverse and different oblique directions may also be selected according to experience and practical operating
conditions.
3.10.6Models for calculation
3.10.6.1When checking the strength of supporting structures, three-dimensional finite element model is to be
applied, so far as possible, in the analysis to more exactly describe the distribution of structural response in all
directions. Where beam grillage or plate girders are used, the model is to be reasonably simplified and be more
conservative. The analysis is to be based on the theory of linear elasticity. In general, consideration will not be
given to deducting corrosion margins from scantlings in the model.
3.10.6.2The principles for extent, element types and boundary conditions of a three-dimensional model are as
follows:
-56-
(1) Extent: The structural model is generally a local three-dimensional one (hereinafter referred to as local
model), centred on the centroid of a plane rectangle (a b) for effects of the foundation and extending
outwards for a distance respectively at least one time the length and width corresponding to the rectangle (3a
3b). This extension reaches vertically from the foundation plane to the first platform (deck) under main deck
or at least D/4 (D being moulded depth). Where there is no primary supporting member of the structure at
the boundary taken in the above way, the model is to further extend until the boundary is at such supporting
member, see Figure 3.10.6.2(1). For the pedestal of a heavy lift crane taking a large portion of the ships width,
the calculation model for its supporting structure is to be appropriately extended, depending on the size of the
pedestal, to take a complete longitudinal 3-dimensional block covering shell plating, see Figure 3.10.6.2(2). In
order to take account of the interaction of the derrick post and supporting structure, consideration is to be given
to incorporating into the model a portion of the derrick post extending above deck, see Figure 3.10.6.2. The
principles for element selection, properties and meshing etc. of the model are as given in CCS Guidelines for
Direct Strength Analysis of Oil Tanker. For better observation of the effects of openings in high stress areas, it is
recommended that meshing of the local area along the edge of an opening be appropriately refined. The meshes
are generally to be refined to a size between one third and one fourth of the original size;
(2) Boundary conditions: The boundary conditions are to be so assumed that calculation results of the elements
under consideration in the centre area will not be affected. In general, free or fixed support may be taken into
account, or Table 3.10.6.2 may be followed:
Boundary Conditions for Local Model
Location
Boundary condition
Linear translation
Table 3.10.6.2
Angular rotation
Ux
Uy
Uz
Fore and aft end faces A, A1
Constrained
Free
Free
Free
Constrained
Constrained
Left and right end faces B
Constrained
Constrained
Constrained
Free
Free
Free
Free
Constrained
Free
Constrained
Free
Free
Bottom face C
where:

x, y, z representing axial directions along ships length, width and moulded depth respectively;
end face symbols see Figure 3.10.6.2(1).
Figure 3.10.6.2(1)
-57-
Figure 3.10.6.2(2)
3.10.6.3In general, the load for calculation is to be applied to the top of derrick post (if any) or pedestal
model, and the resultant force is to act at the geometric centroid of the end face in question. It is recommended
that the load be applied by MPC (multipoint constraint/master and slave nodes), see Figure 3.10.6.3.
Figure 3.10.6.3
3.10.6.4For large slewing cranes, the load applied on the supporting structure (e.g. wheel pressure of the
pedestal) is to be reasonably distributed, if applicable.
3.10.7Strength criteria
3.10.7.1For all loading conditions, the stresses taken in calculation for components are not to exceed the
permissible values. In this case, the permissible stress is taken as the material yield strength divided by the
corresponding safety factor in Table 3.10.7.1.
-58-
Safety Factor
Condition
Table 3.10.7.1
1
2, 3 and 4
Normal stress
1.67
1.50
Shear stress
2.50
2.25
Equivalent Von Mises stress of plate elements
1.43
1.33
Stress type
Notes: Conditions 1 4: see 3.2.1.4.

Equivalent Von Mises stress of plate elements: the same as cp in 3.2.16.3. For plate elements, only the equivalent
membrane stress at the centroid of the element is to be checked, and those elements which have high stresses due to
their poor shape need not be considered.
For those plate elements directly connected to structures such as pedestal, derrick post and located at the corner of
3-dimensional intersection, the safety factor may be suitably reduced to not less than 1.1. Where meshing of the
location is refined for analysis purpose, 5% stress deduction may be taken into account for such elements.
Where meshing in way of openings is refined, the safety factor may be suitably reduced to not less than 0.8 (i.e.
permissible stress being 1.25 times yield strength).
For supporting structures with a safe working load less than 196 kN, the safety factor may be a value taken from the
Table and multiplied by 0.89.
For a combination of two different conditions specified in 3.2.11.1, the safety factor may be a value taken from the
Table in respect to conditions 2, 3 and 4 and multiplied by 0.89.
3.10.7.2For longitudinal supporting members within 0.4L midships which contribute to the longitudinal
strength of hull girders, the strength under the combined action of local load (crane load) and longitudinal
bending moment of hull girders is to be checked, in addition to complying with the local strength requirements
specified in 3.10.7.1. The longitudinal bending moment of hull girders is to be taken as the target bending
moment Mlongi_target at the cross section corresponding to the centre of the model in a certain condition. The total
resultant stress may be obtained by superimposing the local resultant stress on the stress due to the longitudinal
bending moment of hull girders based on Mlongi_target, or alternatively, the resultant stress may be obtained in
model analysis by directly applying the longitudinal bending moment of hull girders at both ends of the model
(see CCS Guidelines for Direct Strength Analysis of Oil Tanker for details). Where the effects of vertical forces
(e.g. buoyancy, ballast water) are taken into account for the model, the longitudinal bending moment Mlongi_app
of hull girders actually applied at both ends of the model is to be so adjusted that the total longitudinal bending
moment at the centre of the model is as close as possible to Mlongi_target. The safety factor of superimposed
equivalent resultant stress is to be not less than 1.1.
3.10.7.3If the mechanical deformation of the supporting structure interferes with working performance of
the crane, deflection criteria based on the working may be required for effective control of deformation of the
supporting structure system.
-59-
CHAPTER 4MACHINERY, ELECTRICAL INSTALLATIONS

AND CONTROL ENGINEERING SYSTEMS
4.1.1.1This Chapter applies to the machinery, electrical installations and control engineering systems for the
following lifting appliances:
(1) derrick rigs including derrick cranes;
(2) cranes;
(3) cargo, vehicle lifts and ramps;
(4) passenger and crew lifts.
4.1.1.2The hoisting, luffing, slewing and travelling mechanisms of lifting appliances are to be designed to a
recognized standard or in accordance with good engineering practices.
4.1.1.3Consideration is to be given during design to the additional loads imposed by the static, dynamic loads
and environmental effects.
Brakes are to be capable of holding a static load of 1.5 times the rated load of the winch.
4.1.1.4Electrical equipment is to comply with the relevant national or international standards, due
consideration being given to the environmental conditions envisaged.
4.1.1.5Electrical installations are to be designed in accordance with the recognized rules or standards.
4.1.1.6Control engineering systems are to be provided to ensure the safe operation of lifting appliances and
to meet the relevant requirements for the safeguard, alarm, interlocking and control.
4.1.1.7The direction of movement of the control lever or wheel for the operation of the lifting appliances is to
relate logically to the direction of motion controlled with the convention that, if there is a lever type controller,
the movement towards the driver corresponds to the upward movement of the load or the jib and the movement
towards the right of the driver corresponds to the crane slewing to the right; if there is a wheel type controller,
the clockwise movement corresponds to the upward movement of the load or the jib or the crane slewing to the
right, and so on.
On or near each control, the function of which is to be identified, there is to be affixed a written notice or symbols
which clearly show the directions of movement of the lifting appliances and the neutral position of the controller.
4.1.2Plans and documents
4.1.2.1For the plans and documents to be submitted with respect to the machinery, electrical installations and
control engineering systems, refer to 1.3.6 of the Rules.
4.1.3Examination and test
4.1.3.1The machinery is to be manufactured, installed and tested under survey.
4.1.3.2The electrical equipment is to be examined and tested for compliance with the appropriate national
or international standard, including the measurement of insulation resistance and the checks for the correct
operation of protective devices and interlocks.
4.1.3.3Control engineering systems, including alarms and safeguards, are to be tested to demonstrate that
they are in good working order.
4.2CONTROLS AND SAFEGUARDS OF LIFTS FOR PASSENGERS AND CREW
4.2.1.1Controls are to be capable of satisfactory operation when subject to a trim or heel of 10 where lifting
appliances are in operation. When lifting appliances are stopped, the controls are to withstand an inclination of
22.5 irrespective of location.
-60-
4.2.1.2Means is to be provided to ensure safe and effective control of speed, direction and stopping of the lift car.
4.2.2Safeguards
4.2.2.1Interlocks are to be provided to prevent activation of the control and drive circuits when:
(1) car doors or parts thereof are not closed; or
(2) shaft access doors or parts thereof are not closed.
4.2.2.2Power operated bi-parting entrances are to be fitted with protective devices to prevent injury to
personnel or passengers and are to comply with the following requirements:
(1) they are to be fitted to the leading edge of each car and landing door panel;
(2) they are to extend the full height of the entrance, commencing 25 mm above the sills;
(3) the force to operate the protective devices is not to exceed 14.7 N;
(4) the protective devices are to operate immediately when the leading edge is obstructed.
4.2.2.3In addition to the normal upper and lower landing stop controls, independent means are to be provided
to stop the lift in the event of top or bottom overrun.
4.2.2.4Lifts for passenger ships are to be arranged so that they deck automatically and the doors open in the
event of a main power failure. Sequential emergency decking of the passenger lift cars is permitted.
4.2.2.5A safety device is to be fitted on the lift car and any connterweight to stop and hold their positions in
the event of overspeed or failure of suspension ropes or their fastenings.
4.2.2.6A safety device is to be fitted which will stop and hold the position of the lift car and any
counterweight in the event of slack suspension ropes.
4.2.2.7Interlock means are to be provided to prevent the lift from being operated when the emergency escape
hatch is open.
4.2.2.8The lift car is to be provided with an alarm, or telephone, or equivalent means of communication.
4.2.2.9A landing indicator is to be provided within the car and outside each entrance.
4.2.2.10Emergency lighting is to be provided in the lift car, lift motor room, trunk access points and lift trunk.
This emergency lighting is to be switched on automatically if the normal supply of electric power fails.
4.3CONTROLS AND SAFEGUARDS OF LIFTING APPLIANCES FOR CARGO HANDLING
4.3.1.1Lift appliances for cargo handling are to be provided with the control system to ensure safe and
effective control of speed, direction and stopping of the lifting appliance.
4.3.1.2The control stations are to be arranged such that the operator can observe the operating area of the
lifting appliances and the load being lifted.
4.3.1.3An emergency stop, independent of the controls as required by 4.3.1.1, is to be provided at each
control station to stop the motion of the lifting appliances in an emergency. This emergency stop is to be clearly
identified and suitably protected to prevent inadvertent operation.
4.3.1.4An alarm is to operate in the event of failure of the operating power and means are to be provided to
automatically hold the lifting appliances and load in position.
For the electric power control system, continuous running of the lift appliances after power failure can be
realized only until the control lever return to its neutral position.
4.3.1.5Indication of the operational status of running and standby machinery, if fitted, is to be provided at
each control station.
4.3.2Cranes
4.3.2.1Means are to be provided for the control of hoisting, luffing, slewing and the positioning of travelling
cranes, as applicable.
4.3.2.2Cranes are to be provided with limit switches for the following:
(1) upper limit of hoisting travel;
(2) luffing angles for upper and lower limit;
(3) slewing angles, applicable to cranes with restricted slewing angle;
(4) travel of crane, applicable to travelling cranes and to the crab of bridge crane.
-61-
The above limit switches are to operate alarms, automatically cut off operating power and hold crane and load
in position in the event of the activation of any of these limit switches. Auxiliary cranes, such as food lifts, are
excepted.
4.3.2.3If the mechanism of a crane is necessary to have a function to run over a present limite.g. a jib is to
be lowered down, an override switch may be provided to prevent the action of the limit switch. The switch is to
be suitably protected to prevent inadvertent operation.
Buffers and buffered stops are to be provided for the travelling cranes and crabs and they are to be located
behind limit switches.
4.3.2.4Cranes are to be provided with overload protective devices or load indicator. The overload protective
device is to be set to operate at a load not exceeding 110 per cent of the SWL.
4.3.2.5For variable load/radius cranes a load indicator which automatically displays a maximum safe load at
a given radius is to be fitted. An alarm is to operate when the load reaches 95 per cent of the SWL and at 110
per cent of the SWL the operating power is to be automatically cut off.
4.3.2.6All running mechanisms of the cranes are to be fitted with brakes, for hoisting and luffing mechanisms
they are to be of locked on type and be fitted with releasing gear to enable the load to be lowered down in
position. The safety factor of the brake, i.e. the ratio of brake torque to rated torque, is not to be less than 1.5.
4.3.2.7Travelling cranes are to be fitted with rail clamping devices so as to prevent the crane from slipping
due to wind load or due to the inclination of ship.
4.3.2.8Travelling cranes are to be provided with anchoring device for fixing the crane when it is out of
service.
4.3.2.9Cranes are to be provided with audible and visual signal alarms. In the case of travelling cranes a
continuous audible and visual warning is to be given when the crane is to move/is moving along its track.
4.3.2.10For variable load/radius cranes a jib radius indicator is to be fitted.
4.3.2.11In the case of offshore and floating cranes the following is to be provided:
(1) a wind speed indicator and alarm when wind speed exceeds a predetermined limit for a given time;
(2) crane level indication with operating limits as specified in design;
(3) means of communication between the crane operator and the signalman;
(4) a hook load indicator.
4.3.2.12The baskets to be used for cranes for transferring persons are to be constructed such that there is no
danger for the persons to get in and out, and the door of baskets is to be fitted with a lock-on mechanism which
is capable of preventing inadvertent opening. The baskets are to be painted in bright colour. The safe working
load is to be one third of the rated one of the crane.
4.3.3Lifts and ramps
4.3.3.1Arrangements are to be provided to prevent activation of the control and drive circuits when:
(1) any covers which will possibly impede motions of lift or ramp are not retracted;
(2) the lift is overloaded;
(3) vehicle barriers are not closed.
4.3.3.2Continuous audible and visual warning is to be given within the operational area during operation of
the lift or ramp.
4.3.3.3Where a lift or ramp is secured by retractable locks, means are to be provided to ensure that power
is not disconnected until all locks have been engaged, and descent is not possible until all locks have been
disengaged.
4.3.3.4Where a quayside access ramp is fitted in addition to a stern door, the ramp is to be less than 10 to the
horizontal before opening and closing of the stern door.
4.3.3.5The maximum inclination of the access ramp when in its operation position is not to exceed a
predetermined angle from the horizontal and an alarm is to operate should the maximum permitted angle be
exceeded.
4.3.3.6Where remote controlled locks are used, alternative means are to be provided to secure the lift or ramp
in the event of failure of the lock controls or latching mechanism.
4.3.3.7A continuous safety trip wire or equivalent is to be fitted beneath sides and ends of cargo lift platforms,
and beneath sides and ends of the deck openings. Means are to be provided to automatically stop and hold the
lift platform in position immediately when the trip is operated.
4.3.4Winches
-62-
4.3.4.1Rope is to be capable of reeling onto the drum evenly and if necessary, coiler or other device may be
fitted. The length of the rope drum is to be such that the rope will, in general, reel up onto the drum in not more
than three layers, but it is recommended that where practicable the rope should reel onto the drum in a single
layer. The rope may reel up onto the drum in more than three layers if either one of the following requirements
is met:
(1) the coiler is fitted; or
(2) the drum has rope groove; or
(3) the reeling angle is restricted up to 2.
4.3.4.2The length of rope reeling up onto the drum is to be appropriate to any operating positions within the
design working range of the lifting appliances and in any case not less than three turns of rope remaining on the
drum.
4.3.4.3Under all operation conditions the distance between the top layer of the wire rope when evenly reeling
up onto the drum and the outer edge of the drum flange is to be greater than 2.5 times the diameter of the wire
rope.
4.3.4.4For unpowered winches ratchet is to be fitted and capable of withstanding the maximum load from the
span rope.
4.3.4.5For powered winches brake is to be fitted and capable of applying a brake torque holding the load in
position immediately after the power being cut off or in the event of power failure. The effective brake torque is
not to be less than 1.5 times the rated torque resulting from the winch.
-63-
CHAPTER 5FITTINGS, LOOSE GEAR AND ROPES

5.1.1Fittings, loose gear, wires and ropes are, in general, to be manufactured in accordance with the
recognized standards. Alternative design items not complying with the standards as stated above are to be
subject to agreement.
5.1.2The safe working load (SWL) of the items described in 5.1.1 above is not to be less than that required
by the corresponding requirements in the Rules for the item in question.
5.1.3The grade of steel selected for the manufacture of the eyeplates or fabricated items described in 5.2 is,
in general, to comply with the requirements as stated in Table 6.2.2.1 of the Rules. Steel for other items is to
comply with the recognized standards as appropriate.
5.1.4Loose gear such as hooks, lifting eyes, swivels and shackles described in 5.3 are not to be made of cast
iron or cast steel.
5.1.5Steel castings and forgings are to be normalized or normalized and tempered or otherwise heat treated at
a temperature according to a method appropriate to the material and size of the item.
5.2FITTINGS
5.2.1The double-ended eyeplate for attaching the derrick head cargo block at its lower end and the derrick
head span block at its upper end as well as the eyeplate for attaching the preventer guy is to be fitted through the
centreline of the boom and full-penetration welded on. Use of eyeplates of other construction is to be subject to
agreement. The head fitting for slewing guy pendants of light-lift derricks need not be fitted through the boom
and may be welded directly on the boom head.
5.2.2The diameter of built-in sheaves of heavy-lift derricks is to be neither less than that as specified in Table
5.3.4 nor less than 1.2 times the boom diameter at that point.
5.2.3Forked fitting at the boom heel may be of steel forging, fabricated item or steel casting, the derrick heel
pin is to be fitted with nuts and split cotter pins.
5.2.4Gooseneck bearing bracket may be of fabricated item or steel casting. The gooseneck is to be fitted with
retaining ring, through pin and split cotter pin to prevent the gooseneck from being lifted out of the bearing.
5.2.5Topping swivel bearing bracket may be of fabricated item or steel casting and is to be constructed to
prevent the vertical locating pin from turning or being lifted out of the bracket.
5.2.6Fixed eyeplates are to be so fitted that transverse bending moment will not occur during operating as far
as possible. The type of eyeplates or brackets is to be appropriate to their attached parts. The locations on which
the eyeplates are fitted are to have adequate strength and be strengthened if necessary.
5.2.7Scantlings of the fittings are to be in accordance with the specifications of Appendix 2 to the Rules as
appropriate to the respective design load. Fittings not complying with the specifications are to be subject to
agreement. Appendix 2 includes the following fittings:
(1) gooseneck bearing assembly;
(2) topping swivel assembly;
(3) head fittings;
(4) heel fittings;
(5) gooseneck pins;
(6) gooseneck bearing brackets;
(7) heel blockholders;
(8) retaining rings and retaining pins for goosenecks;
(9) topping swivels and locating pins;
(10) topping swivel bearing brackets;
(11) shape of plates.
Fittings other than those specified in Appendix 2, if fitted, will be specially considered on the basis of 5.1 and 5.2.
-64-
5.3LOOSE GEAR
5.3.1C type hooks are to be so designed as to prevent the risk of the hook from catching on the ships
structure or other obstruction when hoisting by means of a hook shelter.
Hooks for special purposes, such as for lifting freight containers, are to comply with the appropriate recognized
international standards.
5.3.2Swivel is to be provided between the hook and short link chain or other item for lifting cargo, and
capable of rotating freely and preventing from getting loose.
5.3.3The shackle pin end is to be screwed and provided with devices to prevent from getting loose. Shackles
used for attaching the lifting gear (such as hooks, bob weight or short link chains for lifting cargo, etc.) are to be
provided with countersunk pins.
5.3.4Blocks are to be so constructed as to prevent the rope from jamming between the sheave and side or
partition plates by minimizing the clearance or by fitting suitable guards in.
Effective lubricating is to be maintained to the blocks during operation. Provision is to be made for lubricating
all bearings and swivel head fittings without dismantling the block.
Sheaves for steel wire rope are to be made of steel, and the use of cast iron sheaves is to be specially agreed.
Snatch blocks are not to be used in the lifting appliance systems.
The ratio of sheave diameter measured at the bottom of rope groove to the diameter of rope is not to be less
than that as given in Table 5.3.4.
Ratio of Sheave Diameter to Rope Diameter
Sheave diameter/rope diameter
Sheave use
Wire
ropes
Table 5.3.4
Running ropes
Static ropes
Derrick rigs, including derrick cranes
13
Cranes and submersible handling systems
19
Fibre ropes
5.3.5The thickness of triangle plates connecting short link chains and cargo runners is to be appropriate to the
spacing of jaws of the associated shackle so as to minimize the clearance between them.
5.3.6The construction of rigging screws is to be capable of preventing their end fittings from turning. The end
fittings of the rigging screw are to be forged in one piece. The rigging screws of hook type end fittings are not
to be used in the lifting appliance system.
5.3.7It is recommended that bob weight or short link chain be attached to the hook, such that disorder of
reeling rope will not occur when the winch is working in no load condition.
5.3.8Chains used as span chain or as part of preventer guy are to be of studless long link chains. Preventer
guy with patent is to be fitted with stop device, the distance between the device and the end clip is to be as short
as practical and, in general, not greater than one pitch of the clips.
5.4ROPES
5.4.1Steel wire ropes are to be manufactured at approved works. Proposals to use steel wire ropes
manufactured at works other than above will be specially considered.
5.4.2The nominal breaking strength of the wire is not to be less than 1420 MPa nor greater than 2200 MPa.
Wire ropes are in general to be constructed of not less than six strands over a main core which may be of fibre
or wire core.
5.4.3Wire ropes for running rigging are to be adequately flexible, each strand is, in general, to consist of not
less than 19 wires, the strand core may have a fibre or wire core.
The strand core for static ropes is generally of wire.
5.4.4One of the following methods of splices for wire rope end forming eye or loop are acceptable:
-65-
(1) not less than three tucks with each whole strand of the rope and then not less than two tucks with one half
of wires cut from each strand, in all cases the strands to be tucked against the lay of rope;
(2) four tucks with the whole strands of the rope and one tuck with each alternate strand of the rope, made over
and under against the lay of the rope;
(3) alternative methods of splices will be accepted provided they can be shown to be as efficient, from all aspects,
as those described above.
5.4.5As an alternative to splicing, approved clips, clamps, sockets or other type of terminal connections may
be used.
5.4.6The lengthening of wire ropes by splicing is not permitted.
5.4.7Fibre ropes may be made of natural or man-made fibre.
Man-made fibres are to be adequately stabilized against degradation by ultra-violet light.
Natural fibres may be manufactured from hemp, manila or sisal.
Ropes are generally to be three-strand but other constructions will be specially considered.
5.4.8Fibre ropes are not, in general, be accepted in the lifting appliance systems except for the following
derrick systems.
5.4.8.1Derrick systems: slewing guy tackle (but not pendant), or boom head guys in union purchase rigs.
5.4.8.2Submersible handling systems: consideration may be given to using man-made fibres for lifting
purposes.
5.4.9Splicing and terminal connections are to comply with the following:
(1) natural fibre ropes: eye splicing consisting of not less than three full tucks and two tucks in which half the
fibres in each strand have been cut away;
(2) man-made fibre ropes: eye splicing consisting of not less than four full tucks and two tucks in which half
the fibres in each strand have been cut away. The ends of the strands are to be fused.
5.4.10The lengthening of fibre ropes by splicing is not permitted.
-66-
CHAPTER 6MATERIALS AND WELDING

6.1.1Application
6.1.1.1This Chapter applies to the manufacture, structural welding and inspection of rolled steels, steel
castings and forgings with design temperature TD not less than -20, used in components and equipment of
cranes fitted on ships and offshore installations.
6.1.1.2The design temperature of lifting appliances is used in selection of steel grades, defined as the mean
daily minimum temperature based on annual meteorological data. The ship or the platform, on which the lifting
appliances are to be fitted, is to be declared to CCS, and the design temperature of such appliances is to be
consistent with that of the ship or the platform.
6.1.1.3Unless provided otherwise, the design temperature is to comply with Table 6.1.1.3.
Design Temperature of Lifting Appliances
Table 6.1.1.3
Crane type
Design temperature
Corresponding extremely low temp.
Shipboard cranes
-10
(-30)
Offshore cranes
-20
(-40)
6.1.1.4When steels other than those specified in this Chapter are to be used, the information related to their
chemical composition, deoxidation method, condition of supply, mechanical properties and heat treatment
procedures etc. is to be submitted to CCS for approval.
6.1.2Submission of information
6.1.2.1The crane manufacturer is to submit the specifications of material grades used in components and
equipment of cranes to CCS for approval.
6.1.3Manufacture of steels
6.1.3.1The steels are to be manufactured at the works approved by CCS.
6.1.3.2The steels are to be manufactured by open hearth, electric furnace or basic-oxygen processes. The use
of other processes is to be subjected to special approval by CCS.
6.1.4Certificates and markings
6.1.4.1Certificates showing chemical composition and mechanical properties are to be submitted for all
steels. Test values are to comply with the requirements of this Chapter or recognized standards. Specimens are
to be taken from the products to be supplied.
6.1.4.2Material markings are to be easily identifiable, consisting of at least manufacturers name or brand,
material grade, heat number and CCS mark.
6.1.5Testing
6.1.5.1Depending on the type of product, steel may be presented for individual testing or for batch testing.
6.2ROLLED STEELS
6.2.1.1Rolled steels are classified into normal strength steels, higher strength steels and high strength
quenched and tempered steels, according to their strength levels. Levels of strength and grades of notch
toughness are given in Sections 2 to 4, Chapter 3 of PART ONE of CCS Rules for Materials and Welding.
-67-
6.2.1.2The thicknesses applicable to this Section are specified as follows: up to 100 mm for plates and up to
50 mm for sections and bars, in respect to normal strength steels and higher strength steels; up to 70 mm for
high strength quenched and tempered steels. The use of steels having a thickness exceeding that specified is
subject to agreement of CCS.
6.2.1.3The method of deoxidation and chemical composition, condition of supply, mechanical properties, the
way samples are to be taken and quantity of samples are to comply with the requirements of Sections 2 to 4,
Chapter 3 of PART ONE of CCS Rules for Materials and Welding.
6.2.2Impact properties
6.2.2.1The required temperature of an impact test depends on the design temperature TD and material
thickness. The temperatures of impact tests of primary and secondary structures for steels used in welded
structures are given in Table 6.2.2.1
Required Temperature of Impact Test
Table 6.2.2.1
Temperature of impact test

Material thickness
Primary structure
Secondary structure
Offshore crane
Shipboard crane
Offshore crane
Shipboard crane
t 12
TD + 10
TD + 20
Not required
Not required
12 t 25
TD
TD + 10
Not required
Not required
25 t 50
TD 20
TD 10
TD
TD + 10
t 50
TD 30
TD 30
TD10
TD
N/mm2,
Note: For normal strength steels and higher strength steels with yield strength 355
the test temperature need not be
less than -40; for steels with yield strength > 355 N/mm2, the test temperature is not to be over 0.
Primary structures are components related to the general safety of a crane and the assessment of its safe operation,
including jib, A-bracket, derrick post, pedestal, carrier bar, eyeplate, slewing ring, pin.
TD is design temperature.
When design temperature is not below -10, test temperature is ambient temperature.
6.2.2.2The values of impact energy are related only to the minimum yield strength of the material, see Table 6.2.2.2.
Required Values of Impact Energy
Minimum yield strength (N/mm2)
Impact energy
(J)
Table 6.2.2.2
235
315
355
390
420 690
Longitudinal
27
31
34
39
42
Transverse
20
22
24
26
28
6.2.2.3Consideration may be given to amending these required values in respect to structural components
bearing compressive stress and/or low tensile stress. For example, where a thicker flange is connected to a
thinner supporting structure and the flange is not butt welded, its test temperature may be taken as that based on
t1 or 0.25 t2 (t1 being plate thickness of supporting structure, t2 being flange thickness), whichever is the lower,
but not higher than the test temperature required for t2 plus 30.
6.2.3Through-thickness properties (Z-direction steels)
6.2.3.1For main components bearing great stress in through-thickness direction, steels having a specified
minimum ductility in through-thickness direction (referred to as Z-direction steels) are to be used.
6.2.3.2Special requirements for chemical composition, mechanical properties and non-destructive testing of
Z-direction steels and test method and criteria are given in Section 10, Chapter 3 of PART ONE of CCS Rules
for Materials and Welding.
-68-
6.3STEEL FORGINGS
6.3.1.1All forgings specified in Section 6.3 are to be made from killed steel.
6.3.1.2The heat treatment, material testing, non-destructive testing and defect rectification of all forgings are
to be comply with the relevant requirements of Sections 1 and 2, Chapter 5 of PART ONE of CCS Rules for
Materials and Welding.
6.3.2Slewing rings
6.3.2.1The specifications for slewing rings are to be individually approved by CCS. All relevant details are to
be specified, e.g. chemical composition, mechanical properties, heat treatment, depth and hardness of surfacehardened layer, and surface finish of fillets. Specimen positions are to be indicated. The method, extent and
procedure of non-destructive testing are to be specified.
6.3.2.2The requirements for properties of material of slewing rings are given in Table 6.3.2.2. Rolled steels
used in manufacture of slewing rings are also to comply with these requirements.
Required Properties of Material of Slewing Rings
Requirement
Offshore crane
Heat treatment
Shipboard crane
In accordance with approved specifications

-20 or TD 10, whichever is less
-10 or TD, whichever is less
Average
42
25
Single minimum
27
Impact test temperature ()

Impact energy (J)
Table 6.3.2.2
20
Elongation (%)
14
Fatigue properties
Documents are to be submitted where tests are required on a specimen of ring

section
Fracture toughness
Ibid
6.3.3Fasteners for slewing rings

6.3.3.1Fasteners for slewing rings are to have properties specified for classes 8.8, 10.9 or 12.9 in ISO 898-1,
see Table 6.3.3.1.
Properties of Fasteners for Slewing Rings
Class
Impact energy
Table 6.3.3.1
Elongation (%)
Average (J)
Single minimum (J)
8.8
42
27
14
10.9
42
27
12
12.9
42
27
10
Note: The impact test temperature is to comply with Table 6.3.2.2.
6.3.3.2In respect to strength levels of fasteners for slewing rings, specified static strength and fatigue strength
under pretensioning stress are to be taken into account.
6.3.3.3Fasteners for slewing rings are to be subjected to visual inspection and magnetic particle examination
for surface cracks in accordance with recognized standards, at least 48 hours after completion of the quenching
and tempering process,
6.3.4Forgings of shafts, pins, shackles, cargo hooks, swivels, sockets and chains etc.
6.3.4.1Forgings of shafts, pins, shackles, cargo hooks, swivels, sockets and chains etc. are to be made from
non-aged steel killed and fine grain treated.
6.3.4.2For chemical composition of carbon and carbon-manganese steels, refer to Section 2, Chapter 5 of
PART ONE of CCS Rules for Materials and Welding; chemical composition of low alloy steel is to comply with
the requirements of approved specifications.
-69-
6.3.4.3The requirements for mechanical properties of such forgings are given in Table 6.3.4.3.
Requirements forShafts, Pins, Shackles, Cargo Hooks, Swivels, Sockets and Chains etc.
Table 6.3.4.3
Yield strength (N/mm2)
235 ReH 300 300 ReH< 355 355 ReH 500 500 ReH690
Tensile strength (N/mm )

2
400 560
620
770
940
940
0.85
0.85
0.90
22
20
16
14
Complying
with approved
specifications
Yield strength to tensile strength

ratio
Elongation (%)
Reduction in area
Impact energy
(J)
ReH 690
40
35
35
35
Average
42
42
42
42
42
Single min.
27
27
27
27
27
Note: The values given for impact energy are longitudinal ones, two thirds of which are transverse ones.
6.3.4.4The requirements for impact test temperature are given in Table 6.3.4.4.
Impact Test Temperatures of Shafts, Pins, Shackles, Cargo Hooks, Swivels, Sockets and Chains etc.
Table 6.3.4.4
Impact test temperature ()
Material thickness/diameter
(mm)
Offshore crane
Shipboard crane
t 50
TD + 10
TD + 20
50 t 100
TD
TD
t 100
TD 10
TD
Note: TD is design temperature.
6.4STEEL CASTINGS
6.4.1.1Castings specified in Section 6.4 are to be made from killed steel.
6.4.1.2The heat treatment, material testing, non-destructive testing and defect rectification of all castings
are to comply with the relevant requirements of Sections 1 and 2, Chapter 6 of PART ONE of CCS Rules for
Materials and Welding.
6.5WELDING
6.5.1.1Prior to the commencement of construction, the manufacturer is to carry out welding procedure
qualification tests. Only after approval by CCS can the welding procedure specifications be used. Specific
requirements in this respect are given in Chapter 3 of PART THREE of CCS Rules for Materials and Welding.
6.5.1.2Only satisfactorily trained and examined welders holding a Qualification Certificate of Welders
issued or accepted by CCS are permitted to engage in welding operation appropriate to their qualified range of
work.
6.5.1.3Non-destructive testing personnel are to hold a Qualification Certificate of NDT Personnel issued
or accepted by CCS, and can only engage in the non-destructive testing appropriate to their qualified range of
work.
6.5.1.4Selected welding consumables are to be in compliance with the relevant requirements of Chapter 2 of
PART THREE of CCS Rules for Materials and Welding and approved by CCS.
-70-
6.5.2Welding of structures
6.5.2.1For the welding conditions, preparation before welding, preheating and interpass temperatures,
welding, post-weld heat treatment and repair of defects in respect to welding of structures of marine cranes,
refer to Section 2, Chapter 6 of PART THREE of CCS Rules for Materials and Welding.
6.5.2.2Where a thick plate is butt welded to a thin plate and the difference between their thicknesses is
greater than 4 mm, the edge of the thick plate is to be tapered; in the case of butt welds subjected to dynamic
loads, the width of taper is not to be less than 4 times the difference between thicknesses; the width of taper for
other butt welds is not to be less than 3 times the difference between thicknesses.
6.5.2.3Welding consumables are to be selected in compliance with the requirements for structural
performance. Low hydrogen consumables are to be used in welding of higher strength steels and quenched and
tempered steels.
6.5.3Inspection of welds
6.5.3.1All weld surfaces are to be visually inspected. All finished welds are to have a smooth transition to the
base metal, and profiles of welds are to comply with the design drawings.
6.5.3.2For quenched and tempered steels with yield strength equal to or greater than 420 N/mm2, the nondestructive testing is in general to be carried out 48 hours after completion of the welds. When the weldments
are to undergo heat treatment, non-destructive testing is to be carried out after completion of the treatment.
6.5.3.3The type and extent of non-destructive testing depends on the significance and load bearing of each
structural member. The extent of non-destructive testing is shown in Table 6.5.3.3.
Extent of Non-Destructive Testing of Structural Welding (%)
Table 6.5.3.3
Inspection method
Structural type
Joining type
Visual
inspection
RT
UT
MT
Butt weld
100
10 ~ 20
100
100
Essential structure
Crossing/T, full penetration
100
100
100
Crossing/T, fillet/deep penetration
100
100
Primary structure
Secondary structure
Butt weld
100
5 ~ 10
50 ~ 80
20 ~ 50
100
50 ~ 80
20 ~ 50
100
20 ~ 50
Butt weld
100
2~5
2~5
100
2~5
2~5
100
2~5
Notes: Where two structural members of different types are joined, the inspection of welds is to be based on the type for
which stricter requirements are specified.
MT may be replaced by liquid penetration examination.
Essential structures are structures for which no redistribution of stresses are regarded possible and/or no redundancy
exists, including connection of jib bracing to jib, connection of jib to jib head, connection of the sheave carrying
concentrated load to jib, etc.
Inspection of welds to a certain percentage is to cover relatively important members and connections.
RT, UT and MT represent radiographic testing, ultrasonic testing and magnetic particle testing respectively.
-71-
CHAPTER 7TESTING
7.1.1Lifting appliances are to be tested before being taken into use for the first time and periodically re-tested
after being put into service.
7.1.2Lifting appliances are to be re-tested in service in accordance with the requirements as detailed in 7.5
after any subsequent alteration or repair which may affect the strength of the appliance.
7.1.3Every item of loose gear is to be proof tested in accordance with the requirements as detailed in 7.2
before being taken into use for the first time or after any subsequent repair or alteration which may affect the
strength of the item.
7.1.4Where testing machines are used to apply test loads they are to be calibrated biennially by a recognized
unit and the accuracy is to be within 2 per cent.
Where test weights are used to apply test loads, the weights are to be certified as accurate to within 2 per cent.
7.1.5Where, in testing, lifting appliances are found not meeting the requirements of this Chapter or not in a
satisfactory technical condition, they are to be ceased in service or test.
7.1.6Surveys with respect to the lifting appliances are to be carried out in accordance with the requirements
of Chapter 1.
7.2TESTING OF LOOSE GEAR
7.2.1Every item of loose gear is to be proof tested. The proof load applied to each item of loose gear is to be
as required by Table 7.2.1 and associated notes. Proof load is to be applied to each item with a testing machine
or test weight for a duration of not less than 5 min.
Proof Load for Loose Gear
Table 7.2.1
No.
Item
Proof load, in kN
Single sheave blocks

SWL 122.5 kN
SWL 122.5 kN
Multi-sheave blocks
SWL 245kN
245 kN SWL 1568 kN
SWL 1568 kN
Chains, hooks, rings, shackles, swivels

SWL 245 kN
SWL 245 kN
2 SWL
1.22 SWL + 196
Lifting beams, spreaders, frames and the like

SWL 98kN
98kN SWL 1568 kN
SWL 1568 kN
2 SWL
1.04 SWL + 94
1.1 SWL
Notes:
4 SWL
2.44 SWL + 196
2 SWL
0.933 SWL + 265
1.1 SWL
The safe working load for single sheave blocks including single sheave blocks with beckets is to be taken as one half
of the resultant load on the head fitting.
The safe working load for a multi-sheave block is to be taken as the resultant load on the head fitting.
7.2.2After proof testing, each item of loose gear is to be thoroughly examined for deformation, cracks, flaws
or other defects and to ensure that its rotating parts can rotate freely.
7.2.3Where the loose gear is for use in an offshore lifting appliance, the proof load applied is to be increased
by the ratio of h/1.6 specified for the appropriate item in Table 7.2.1 where the hoisting factor h is derived
from 3.3.3.2. Where the loose gear is for use in a submersible lifting system, the proof load applied is to be 1.5
times that specified for the appropriate item in Table 7.2.1.
-72-
7.2.4The proof load may be applied to a Ramshorn hook as indicated in Figure 7.2.4(a) or 7.2.4(b), but in the
latter case an additional load of half the proof load is to be subsequently applied as shown in Figure 7.2.4(c).
e
7HVWORDG
7HVWORDG
7HVWORDG
Figure 7.2.4Testing of Ramshorn Hooks

7.2.5Short and long link chains are to be subjected to a breaking test in addition to the proof test as required
in Table 7.2.1. In general, a sample of 5 links length is to be taken from each length of chain measuring 55 m
and is to withstand a breaking load not less than 4 SWL for the chain.
7.2.6Where the design of a lifting beam or similar item is such that the load can be lifted and supported in
more than one manner, each arrangement is to be separately tested.
7.3BREAKING TESTS OF ROPES
7.3.1The breaking load of wire ropes is to be determined by one of the following methods:
(1) Testing to destruction a sample cut from the complete rope. Before a test sample is cut from the rope, it is
to be securely seized or clamped so as to prevent any slacking of wire within the test length. The test sample is
to have a length of 36 times the rope diameter. The load applied by the testing machine is to be such that up to
80 per cent of the nominal breaking load may be applied quickly and thereafter the load is to be applied slowly
and steadily until the maximum load is attained. Tests in which a breakage occurs adjacent to the grips may be
neglected, and a re-test is permitted.
(2) Testing the individual wires to destruction, summating the results by multiplying a coefficient which may
be taken as specified in an international standard or other recognized standards.
7.3.2The breaking load of fibre ropes is to be determined by testing to destruction a sample cut from the
complete rope. The minimum length of a test sample, the speed of loading applied by the test machine, and the
initial load are to be as given in Table 7.3.2. Tests in which a breakage occurs within 150 mm of the grips may
be neglected, and a re-test is permitted.
Parameters for Testing of Fibre Ropes
Table 7.3.2
Material
Test length
mm
Initial load
%
Speed of loading
mm/min
Natural fibre
1800
150 50
Man-made fibre
900
75 25
7.4TESTING OF LIFTING APPLIANCES

7.4.1Testing of derricks and derrick cranes
7.4.1.1Each derrick in the system is to be tested with a test load in accordance with Table 7.4.1.1and the test
procedure is to be subject to agreement. The derrick angle to the horizontal is to be placed in accordance with
the approved plans. The test is to be carried out using certified weights suspended from the cargo hook or lifting
attachment for a duration not less than 5 min after lifting up the test weights.
-73-
Test Load for Lifting Appliances or Cargo or Vehicle Lifts

Safe working load (SWL), in kN
Test load, in kN
SWL 196
196 SWL 490
SWL 490
1.25 SWL
SWL + 49
1.1 SWL
Table 7.4.1.1
7.4.1.2During the test, hoisting and slewing operations are to be carried out at slow speed and the brake
mechanism is also to be tested to demonstrate its effectiveness and the derrick boom is to be slewed as far as
possible in both directions.
7.4.1.3Any overload-protection system or safe load indicator of derricks or derrick cranes is to be verified or
tested for their operation. Emergency braking test is to be made for the winch to demonstrate the test load can
be held stationary when the winch drive is switched off.
7.4.1.4Where derricks have been approved for operation in union purchase, they are to be rigged and tested
with a test load in accordance with Table 7.4.1.1, after being tested in accordance with 7.4.1.1 to 7.4.1.3. The
test is to be carried out for the headroom, runner angle and the guy positions which are to comply with the
approved plans.
7.4.1.5In addition to the tests in accordance with 7.4.1.1 to 7.4.1.3, the derrick cranes are to be luffed and
slewed at slow speed while bearing the full test load. The luffing angle is to be in accordance with the design
working angle and the slewing test is to be carried out at the lowest luffing angle to the horizontal. The slewing
angle limit is to comply with the approved design plan.
7.4.1.6After completion of testing in accordance with 7.4.1.1 to 7.4.1.5, the derricks or derrick cranes are to
be thoroughly examined for deformation or other defects.
7.4.2Testing of cranes
7.4.2.1Each crane is to be tested with a test load in accordance with Table 7.4.1.1 and the test procedure is
to be subject to agreement. The jib is to be placed at its maximum jib radius as specified in the approved plan
and the test is to be carried out using certified weight suspended from the cargo hook or lifting attachment for a
duration not less than 5 min after lifting up the test weights.
7.4.2.2During the test, the crane is to hoist, slew and luff the test load at slow speed and braking tests are also
to be carried out to the hoisting, slewing and luffing mechanisms for their effectiveness. Gantry and travelling
cranes together with their travelling trolleys, where appropriate, are to be travelled slowly over the full length of
their track with the test load suspended from hook.
7.4.2.3In case of a variable load-radius crane the tests are, in general, to be carried out for the appropriate
safe working loads at their respective jib radius. Alternative proposals will be specially considered.
7.4.2.4Overload protection devices and overmoment protection devices, if any, are to be verified for their
operation.
7.4.2.5Where it is not practicable for the crane to raise the full test load, as may be the case for hydraulic
cranes, a reduced test load may be accepted but in no case is this to be less than 1.1 times SWL.
7.4.2.6For cranes on floating docks, the vertical projection of boom is to form a specific included angle when
testing considering the need of anti-capsizing, and the angle is to be proved and approved.
7.4.2.7After the overload test, the crane is to be loaded with its safe working load and operated over its full
range of speeds in order to demonstrate satisfactory operation of crane, efficiency of overload and weightload
indicators, effectiveness of limit switches, etc.
7.4.2.8After testing, the crane is to be thoroughly examined for deformation or other defects.
7.4.3Testing of lifts and ramps
7.4.3.1Each lift is to be tested with its applied or rated load to demonstrate the satisfactory operation of the
lift and all control and safety systems.
7.4.3.2In addition, after installation and following any major repair, renewal or alteration, each lift is to be
subjected to the following tests:
(1) The brake is to hold the lift with a proof load of 1.25 times the applied or rated load;
(2) The lift is to be operated through one complete round trip with a proof load of:
passenger lifts: 1.1 times the applied or rated load;
-74-
cargo or vehicle lifts, see Table 7.4.1.1.

7.4.3.3Vehicle ramps which may be raised or lowered while loaded are to be tested as for vehicle lifts.
7.4.3.4Vehicle ramps which are raised or lowered only when unloaded are to be tested after installation and
following any major repair, renewal or alteration as follows:
(1) The brake is to hold the ramp in its most unfavourable position while the ramp is subjected to a load of
1.25 times its safe working load;
(2) The ramp is to be placed in its working position and subjected to a test load as given in Table 7.4.1.1;
(3) The ramp is to be operated through one complete operating cycle, unloaded, using the terminal stops only.
7.4.3.5After testing, the lifts and ramps are to be thoroughly examined for deformation or other defects.
The maximum elastic deformation of ramps, when in proof load testing, is not to exceed L/400 (where L is the
length between the two end measuring points).
7.4.4Testing of submersible lifting systems
7.4.4.1After load testing of its individual components, the submersible lifting system is to be subjected to the
following tests:
(1) A static load test at 1.5 times SWL over its full working range;
(2) A test to demonstrate that the brake is capable of holding a dynamic load 1.1 times SWL which is lowering
at the maximum speed. This test is used to simulate power failure.
(3) An operational test at 1.25 times SWL over the operating range of the lifting appliance.
7.4.4.2Where a submersible lifting appliance is approved for operation in a sea state exceeding that described
by Beaufort No.5, as specified in 3.4.1.1, the test load specified in 7.4.4.1 is to be increased by the ratio of
h/1.7 where h is determined according to 3.3.3.2.
7.4.4.3In this respect, the safe working load (SWL) of the equipment is to be the greater of:
(1) the maximum in-air weight of deep diving apparatus, lifting beam and ropes above water, or
(2) the maximum in-water weight of deep diving apparatus, lifting beam and ropes at the maximum operating
depth.
7.4.4.4After the overload test, the lifting appliance is to be loaded with its safe working load and operated
over its full range of speeds in order to demonstrate its satisfactory operation, efficiency of overload and
weightload indicators, effectiveness of limit switches, etc.
7.4.4.5After testing, the lifting appliance is to be thoroughly examined for deformation and other defects.
7.5RE-TESTING OF LIFTING APPLIANCES
7.5.1Derricks, derrick cranes, cranes, lifts and ramps are to be re-tested provided that the circumstances as
specified in 7.1.1 and 7.1.2 take place.
7.5.2The test loads, the derrick angle to the horizontal or jib radius, as appropriate for the tests of derricks,
derrick cranes and cranes are to be in accordance with those as specified in 7.4.1.1 and 7.4.2.1.
7.5.3During the re-test of derricks, derrick cranes or cranes, the test load is to be raised and lowered at slow
speed and the brake is to be tested for its effectiveness. And in addition, the derrick cranes and cranes are to be
luffed and slewed as required in 7.4.1.5 and 7.4.2.2, but this may be waived at the discretion of the Surveyor.
7.5.4Light-lift derricks may be re-tested using a spring or hydraulic weighing machine of which the accuracy
is to comply with the requirements of 7.1.4 and the test load applied is to be at least for a duration of 5 min with
the indicator remaining constant.
7.5.5Lifts and ramps are to be re-tested at 4-yearly intervals and also when repairs or alterations have been
carried out affecting the strength of the items. The re-test is to be in accordance with 7.4.3.2.
7.5.6The re-test following any structural repair or alteration which affect the strength of the appliance may be
carried out only to demonstrate the strength of the particular item at the discretion of the Surveyor.
7.5.7After re-testing, the lifting appliances are to be examined for deformation or other defects.
-75-
CHAPTER 8MARKING
8.1MARKING OF LOOSE GEAR
8.1.1Every item of loose gear which has been proof tested and examined and found satisfactory in
accordance with 7.2 of Chapter 7 is to be marked by the manufacturer or the test unit and the test certificate is
to be provided.
8.1.2Marks are to include the following:
(1) the safe working load of the item, in kN;
(2) month and year in which the item is tested;
(3) the test number of the item;
(4) manufacturers stamp or the stamp of test unit.
8.1.3Marks are to be stamped at the conspicuous place of the item so as to facilitate inspection but they are
not to be stamped at the places where high stress or stress concentration takes place. The positions where marks
are stamped are to be as follows:
(1) hooks: to be marked at their broad space but not at their bends;
(2) blocks: to be marked at their straps or face plates;
(3) shackles: to be marked at their jaws adjacent to the pin holes;
(4) swivels: to be marked at the sides of their bow piece;
(5) chains: to be marked at the straight side of their end links;
(6) preventer guys with patent clips: to be marked at each clip.
For the items of loose gear of small size, should the place where marking is restrictedthe marks of number
and date may be eliminated.
8.2MARKING OF LIFTING APPLIANCES
8.2.1The lifting appliances after the completion of initial test and examination are to be stamped with
identification marks about 50 cm apart from the heel of the boom, jib or equivalent component. For the inservice lifting appliances, should alteration be made or the safe working load be modified, the new identification
marks are to be stamped as above after the completion of test and examination.
8.2.2Marks are to include the following:
(1) the safe working load, in kN;
(2) month and year in which the appliance is tested;
(3) the derrick angle to the horizontal or the jib radius during the test;
(4) the stamp of CCS survey unit.
For the typical marks for derricks, see Figure 8.2.2(a) and for cranes, see Figure 8.2.2(b).
SWL 490kN,4 - 12m
SWL 98kN,5 - 20m
1989.12
SWL 98kN,30
1989.12
Figure 8.2.2
8.2.3In addition to the marks as stated above, the safe working load (SWL) and the derrick angle to the
horizontal or the jib radii, as applicable, are to be painted on the conspicuous place on the boom or crane jib, e.g:
(1) in the case of slewing derrick with SWL 98 kN and angle to the horizontal 30, the letter and number to be
painted as: SWL 98 kN (30);
(2) in the case of derricks used in union purchase with SWL 49 kN, the letter and number to be painted as:
SWL (U) 49 kN;
-76-
(3) in the case of cranes with SWL 490 kN on main hook and its jib radii 4 to 12 m together with SWL 98 kN
on auxiliary hook and its jib radii 5 to 20 m, the letter and number to be painted as:
SWL 490 kN (4 to 12 m),
SWL 98 kN (5 to 20 m);
(4) in the case of a various load/radius on main hook: SWL 3432 kN and its jib radii 8 to 16 m; SWL 2451
kN and its jib radii 8 to 20 m, and on auxiliary hook: SWL 294 kN and its jib radii 10 to 40 m, the letter and
number to be painted as:
SWL 3432 kN (8 to 16 m),
SWL 2451 kN (8 to 20 m),
SWL 294 kN (10 to 40 m).
-77-
APPENDIX 1
CRITICAL STRESS FOR VARIOUS MEMBERS SUBJECTED TO COMPRESSION
1The critical stress cr for a member subjected to axial compression as defined in 3.2.17 of the Rules may be
obtained in accordance with the following procedures.
2Table 1 gives the value of Robertson constant for various types of sections and construction of the
member subjected to compression.
3The critical stress cr can be obtained from Tables 2 to 5 in accordance with the value of Robertson constant
which is found from Table 1. Where the slenderness ratio is less than the critical slenderness So, the critical
stress cr is to be taken as the yield strength.
4The intermediate values, including those of the yield strength and slenderness ratio, can be obtained by
interpolation.
5This Appendix provides five tables attached thereafter:
Table 1Values of Robertson constant for various sections;
Table 2Values of critical stress cr, Robertson constant = 2.0;
Table 5Values of critical stress cr, Robertson constant = 8.0.
6Where the yield strength of materials exceeds that given in Tables 2 to 5, the critical stress cr may be
obtained from the following formulae:
V VV OV2 O 2
S 2 ES 2 E
V cr V crV s V s p 2rcp 2rc MPa,
MPa,forfor

O d
Od
S ES E
V s VVs rc V rc
S 2 ES 2 E
V cr V cr 2 2
O O
where:

S 2 ES 2 E

V s VVs rc V rc
MPa,
MPa,forfor
O !
O!
slenderness ratio;
E modulus of elasticity for steel, 2.06 105 MPa;
cr maximum residual stress, in MPa;
p ratio limit, in MPa;
p = s - rc
In the case of the following steel, cr may be taken as 105 MPa:

hot-rolled sections;
sections after quenched, tempered and stress-relief heat treatment;
cold-drawn sections after stress-relief heat treatment;
welded sections after stress-relief heat treatment.
In the case of other steels, cr may be taken as 0.5s.
-78-
Values of Robertson Constant for Various Sections

Thickness of
flange or plate
Table 1
Axis of
buckling
XX
YY
2.0
3.5
Up to 40 mm
XX
YY
3.5
5.5
Over 40 mm
XX
YY
5.5
8.0
Up to 40 mm
XX
YY
3.5
5.5
Over 40 mm
XX
YY
3.5
8.0
XX
YY
3.5
2.0
any
3.5
5.5
Rolled channel sections, rolled angle sections and T-bars

(rolled or cut from UB or UC)
any
5.5
Hot-rolled structural hollow sections
any
2.0
any
3.5
5.5
Compound rolled sections (two or more I, H or channel sections, I section plus

channel, etc.)
any
5.5
Two rolled angle, channel or tee sections back-to-back
any
5.5
Two rolled sections faced or battened
any
5.5
Composite members of closed latticed construction
any
2.0
Type of section
Rolled I section (universal beams, UB)
Rolled H section (universal columns, UC)
Welded plate I or H section
Rolled I or H section with welded flange cover plates

Up to 40 mm
Over 40 mm
Welded box sections
Up to 40 mm
Over 40 mm
Round, square and flat bars
Note: For thickness between 40 mm and 50 mm the value cr may be taken as the average of the value for thickness less than
40 mm and the value for thickness greater than 40 mm.
For welded plate I or H sections where it can be guaranteed that the edges of the flanges will only be flame-cut, = 3.5
may be used for buckling about the Y-Y axis for thickness of flanges up to 40 mm and, = 5.5 for thickness of flanges
over 40 mm.
Yield strength for section fabricated from plate by welding reduced by 25 MPa.
To qualify under the category rolled I or H section with welded flange cover plates the widths of the flange and the
plate are to be within the greater of 25 mm or 25 per cent of the larger width. If the smaller width is less than 25 per
cent of the larger, the category welded plate I or H section is to be applied, otherwise the category is to be taken as
rolled I section or rolled H section as appropriate.
Welded box section includes those fabricated from four plates, two angles or an I or H section and two plates but not
box sections composed of two channels or plates welded with longitudinal stiffeners.
-79-
Values of Critical Stress cr (Robertson Constant = 2.0)

Yield strength
Normal strength steel (MPa)
High-strength steel (MPa)
Table 2
Super-high-strength steel (MPa)
215
230
245
280
325
340
355
400
415
430
450
19
19
18
17
16
15
15
14
14
14
13
20
215
230
245
280
325
340
355
400
415
430
450
20
213
228
243
277
322
337
350
394
409
424
444
30
208
223
237
271
314
329
342
385
399
413
432
40
203
217
231
264
305
319
331
372
386
399
417
50
197
210
224
254
293
306
317
354
366
378
394
60
190
202
214
242
276
288
297
327
337
346
358
70
180
191
202
226
253
262
268
290
296
302
310
80
168
178
186
205
225
230
234
248
251
255
259
90
155
162
168
181
194
198
200
208
210
212
215
100
139
145
149
158
166
169
170
175
176
178
179
110
124
128
131
137
143
144
145
148
149
150
151
120
110
112
115
119
123
124
124
127
127
128
129
130
97
99
101
104
106
107
108
109
110
110
111
140
86
87
89
91
93
93
94
95
95
96
96
150
77
78
79
80
82
82
83
83
84
84
84
160
68
69
70
71
72
73
73
74
74
74
74
170
61
62
63
64
65
65
65
66
66
66
66
180
55
56
56
57
58
58
58
59
59
59
59
190
50
51
51
52
52
52
53
53
53
53
53
200
46
46
46
47
47
48
48
48
48
48
48
210
42
42
42
43
43
43
43
44
44
44
44
220
38
38
39
39
39
40
40
40
40
40
40
230
35
35
35
36
36
36
36
37
37
37
37
240
32
33
33
33
33
33
33
34
34
34
34
Critical
Slenderness So
Slenderness
-80-

Yield strength
Table 3
215
230
245
280
325
340
355
400
415
430
450
19
19
18
17
16
15
15
14
14
14
13
20
215
230
245
280
325
340
355
400
415
430
450
20
211
226
241
275
320
334
346
390
405
419
439
30
204
218
232
265
307
321
332
374
388
402
420
40
195
209
222
253
292
305
316
354
367
380
396
50
186
198
211
239
275
286
295
329
340
351
365
60
175
186
198
223
253
263
270
297
306
314
325
70
163
173
183
203
228
235
241
260
266
272
279
80
150
158
166
182
201
206
210
223
227
231
235
90
136
143
149
161
174
178
181
190
192
195
197
100
123
128
132
141
151
153
155
161
163
164
166
110
110
113
117
124
130
132
133
138
139
140
141
120
98
101
103
108
113
114
115
118
119
120
121
130
87
89
91
95
99
100
100
103
104
104
105
140
78
79
81
84
87
88
88
90
90
91
92
150
70
71
72
75
77
77
78
79
80
80
81
160
63
64
65
67
68
69
69
70
71
71
71
170
57
57
58
60
61
62
62
63
63
63
64
180
51
52
53
54
55
55
56
56
57
57
57
190
47
47
48
49
50
50
50
51
51
51
52
200
43
43
44
44
45
46
46
46
47
47
47
210
39
39
40
41
41
42
42
42
42
42
43
220
36
36
37
37
38
38
38
39
39
39
39
230
33
33
34
34
35
35
35
35
36
36
36
240
31
31
31
32
32
32
32
32
33
33
33
Critical
Slenderness So
Slenderness
-81-

Yield strength
Table 4
215
230
245
280
325
340
355
400
415
430
450
19
19
18
17
16
15
15
14
14
14
13
20
215
230
245
280
325
340
355
400
415
430
450
20
210
224
239
273
317
331
342
385
399
414
433
30
198
211
225
257
298
311
321
361
374
387
405
40
186
198
211
240
277
289
298
334
345
357
373
50
173
185
196
222
254
265
272
303
313
322
335
60
160
170
180
202
230
238
244
268
276
233
293
70
147
155
164
182
204
211
215
233
239
244
251
80
133
140
147
162
179
184
187
200
204
208
213
90
120
126
131
143
156
159
162
171
174
177
180
100
108
112
117
126
135
138
140
147
149
150
153
110
96
100
104
111
118
120
121
126
128
129
131
120
86
89
92
97
103
105
106
109
111
112
113
130
77
80
82
86
91
92
93
96
96
97
98
140
69
71
73
77
80
81
82
84
85
85
86
150
63
64
66
68
71
72
73
74
75
76
76
160
57
58
59
61
64
64
65
66
67
67
68
170
51
52
53
55
57
58
58
59
60
60
61
180
47
48
49
50
52
52
53
54
54
54
55
190
43
44
44
46
47
47
48
49
49
49
49
200
39
40
40
42
43
43
43
44
44
45
45
210
36
37
37
38
39
39
40
40
41
41
41
220
33
34
34
35
36
36
36
37
37
37
37
230
31
31
32
32
33
33
34
34
34
34
34
240
29
29
29
30
31
31
31
31
32
32
32
Critical
Slenderness So
Slenderness
-82-

Yield strength
Table 5
215
230
245
280
325
340
355
400
415
430
450
19
19
18
17
16
15
15
14
14
14
13
20
215
230
245
280
325
340
355
400
415
430
450
20
207
222
236
270
313
327
336
378
393
407
426
30
191
204
217
248
287
300
308
346
358
371
388
40
175
187
199
226
261
272
279
312
323
334
348
50
160
170
181
204
234
244
249
277
286
295
306
60
145
154
163
183
208
215
220
242
249
255
264
70
131
139
146
163
182
189
192
209
214
219
225
80
118
124
130
144
159
164
167
179
183
187
191
90
106
111
116
127
139
142
145
154
157
160
163
100
95
99
103
112
121
124
126
133
135
137
139
110
85
88
92
99
106
108
110
115
117
118
120
120
76
79
82
87
93
95
96
100
102
103
104
130
68
71
73
78
82
84
85
88
89
90
91
140
62
64
66
69
73
74
75
78
79
80
80
150
56
58
59
62
66
66
67
69
70
71
71
160
51
52
54
56
59
60
60
62
63
63
64
170
46
47
49
51
53
54
54
56
56
57
57
180
42
43
44
46
48
49
49
50
51
51
52
190
39
40
41
42
44
44
45
46
46
46
47
200
36
37
37
39
40
40
41
42
42
42
43
210
33
34
34
36
37
37
37
38
39
39
39
220
31
31
32
33
34
34
34
35
35
36
36
230
28
29
29
30
31
32
32
32
33
33
33
240
26
27
27
28
29
29
29
30
30
30
31
Critical
Slenderness So
Slenderness
-83-
APPENDIX 2
DERRICK FITTINGS
1Gooseneck bearing assembly
1.1For gooseneck bearing assembly, refer to Figure 1.1.
2Topping swivel assembly

2.1For topping swivel assembly, refer to Figure 2.1.
Nominal clearance
Nominal clearance between swivel and bracket:

16 kN DL 120 kN: 5 mm
120 kN DL 400 kN: 8 mm
where: DL is design load, in kN
Figure 1.1Gooseneck Bearing Assembly
Figure 2.1Topping Swivel Assembly
3Head fittings
3.1For typical arrangement of head fittings, refer to Figure 3.1.
-84-
Span load
15
See Table 3.2,Note(1)
30
300
Cargo load
Steel flat for preventing the eye of the
end of preventer guy from releasing
Figure 3.1Typical Arrangement of Head Fittings

3.2For dimensional details of head fittings, refer to Figure 3.2 and Table 3.2.
r1
t1
r1
See Table
3.2,Note(1)
r1
t1
See Table
3.2,Note(1)
r2
t2
Type A
Type B
Figure 3.2Dimensional Details of Head Fittings
-85-
Form and Dimensions (mm)

Nominal
size
Permissible
Load
(kN)
Oval eye
a
Table 3.2
r1
r2
t1
t2
20
50
27
100
25
40
88
25
38.5
22
25
2.5
25
55
29
105
27
40
93
28
39.5
25
25
32
66
33
126
30
45
103
30
46.5
28
30
40
77
36
147
33
50
118
33
53
30
35
50
87
41
167
39
55
123
38
60.5
35
40
63
91
45
171
42
60
132.5
43
62.5
40
40
80
101
51
201
48
70
148.5
48
75.5
45
50
10
100
117
56
217
52
75
163
55
78
50
50
12
125
128
61
248
56
80
177.5
60
90.5
55
60
16
160
145
67
265
65
85
193.5
65
93.5
60
60
20
200
157
73
297
74
95
211.5
70
106.5
65
70
25
250
170
80
331
78
100
240
75
120
70
80
32
320
194
88
374
86
110
279
85
134
80
90
40
400
220
98
420
96
120
309
95
149
90
100
Note: (1) When strengthened with a double plate, e is to be measured from the outside surface of the plate.
(2) Dimensional details of head fittings may differ at opposite ends of the fitting depending upon span load and cargo load.
Account is to be taken of the effect of this on the cargo block head fitting when thicknesses are same.
4Heel fittings and cross-pins

4.1For arrangement of heel fittings, refer to Figure 4.1.
See Note
Flange diameter to be fit for boom

diameter and weld type used
Cutting if necessary
See Note
Thickness to be at least equal to boom wall thickness

Diameter and length of tubular convex to be determined by
manufacturer
l
See Note
Figure 4.1Arrangement of Heel Fittings

Note: Dimension l of cross-pins is related to the thickness of washers. Where thicker washers are used, dimension l is to be
increased accordingly.
4.2For boom axial force and dimensional details of heel fittings, refer to Table 4.2.
-86-
Boom Axial Force and Dimensions of Heel Fittings (mm)

Nominal
size
1.6
2
2.5
3
4
5
6
8
10
12
16
20
25
32
40
Permissible
axial forcekN
16
20
25
32
40
50
63
80
100
125
160
200
250
320
400
Table 4.2
e(min)
l(max)
32
35
45
50
50
55
60
65
70
75
85
95
100
105
115
16
16
22
22
25
25
32
32
40
40
45
50
60
70
70
28
30
32
35
38
42
47
53
60
67
76
85
95
105
93
24
26
29
32
35
41
44
47
54
58
67
75
79
83
25
10
10
10
10
12
15
15
18
18
22
22
25
25
25
40
15
15
15
15
22
22
22
22
25
25
25
30
30
40
300
80
90
107
112
120
135
145
153
173
188
208
235
260
270
95
25
28
30
32
35
42
45
48
55
60
68
75
80
85
Note: The values given in the Table for dimensions aeg and l are related to the fittings of strengthening ribs. At the option and
responsibility of the manufacturers design preference, dimension l may be reduced and the strengthening ribs omitted.
4.3For heel cross-pins, refer to Figure 4.3, and for boom axial force and dimensional details of cross-pins,
refer to Table 4.3.
d3
d1
d4
45
d2
1.5d4
See Note
b
a
Figure 4.3Heel Cross-Pins
Note: The drilled hole diameter d4 is also to be the nominal diameter of the split cotter pin to be used.
Boom Axial Force and Dimensions of Cross-Pins (mm)

Nominal
size
1.6
2
2.5
3
4
5
6
8
10
12
16
20
25
32
40
Permissible
axial forcekN
16
20
25
32
40
50
63
80
100
125
160
200
250
320
400
Table 4.3
b(min)
d1(min)
d2
d3
d4
10
10
11
11
12
12
12
12
14
14
19
18
18
18
25
6
6
6
6
6
6
6
8
8
9
9
10
10
12
12
62
64
79
82
91
96
115
121
144
152
171
190
220
251
261
22
24
27
30
33
39
42
45
52
56
64
72
76
80
90
24
26
30
33
39
42
45
48
56
62
70
78
82
86
96
44
56
56
60
66
77
78
85
98
105
115
125
135
140
160
8
8
8
10
10
10
13
13
13
13
16
16
16
16
20
16
16
16
20
20
20
26
26
26
26
32
32
32
32
40
3
4
4
4
4
4
5
5
5
5
6
6
6
6
7
100
105
120
125
135
140
165
175
200
210
240
260
290
325
350
3
3
3
3
3
3
3
3.5
4
4.5
5
5.5
6.5
8
9
-87-
5Gooseneck pins
5.1For gooseneck pins, refer to Figure 5.1.
c
d
r
U
r
Top
r
Top
of
~ 30
l1
d
l3
l1
l2
d
l2
l3
d
d
Type A
Type B
Nominal 2.5 to 40
Nominal size: 1.6 to 16
Figure 5.1Gooseneck pins

5.2For boom axial force and dimensional details of gooseneck pins, refer to Table 5.2.
Boom Axial Force and Dimensions of Gooseneck Pins (mm)
Nominal
size
Permissible
axial force
kN
1.6
2
16
20
2.5
25
32
40
50
63
80
10
100
12
125
16
160
20
25
32
40
200
250
320
400
Table 5.2
Type
d1
d2
d3
K
(approx..)
l1
l2
l3
r1
r2
A
A
A
B
A
B
A
B
A
B
A
B
A
B
A
B
A
B
B
B
B
B
B
B
60
60
60
60
65
65
70
70
85
80
100
85
105
90
120
100
125
105
150
110
115
125
140
155
55
55
55
55
59
60
64
65
77
75
92
80
97
85
110
95
115
100
138
105
110
115
125
140
26
28
30
30
33
33
36
36
40
40
45
45
50
50
57
57
64
64
73
73
82
92
102
112
50
50
60
55
70
60
70
65
80
70
90
80
100
90
110
100
120
110
140
120
130
140
155
170
24
26
29
29
32
32
35
35
41
41
44
44
47
47
54
54
58
58
67
67
75
79
83
93
13
13
13
13
17
13
17
13
17
17
17
17
21
17
21
21
21
21
21
21
21
21
27
27
35
38
40
46
49
52
58
61
64
67
72
78
85
3
3
3
3
4
3
4
3
4
4
5
4
5
5
6
5
6
6
7
6
7
7
8
8
245
245
255
245
325
260
310
290
345
320
380
345
420
370
455
415
500
440
545
485
510
520
575
590
190
190
200
190
246
200
246
225
268
245
288
265
323
285
345
320
385
340
407
380
400
405
450
450
70
70
75
70
90
75
90
80
90
90
100
90
105
100
115
105
125
115
135
125
135
135
145
145
25
25
30
30
35
32
35
35
40
42
45
45
50
48
55
55
60
60
70
68
75
80
85
95
5
5
6
6
6
6
6
6
8
8
8
8
8
8
10
10
10
10
12
12
12
15
15
15
6Gooseneck bearing brackets

6.1For gooseneck bearing brackets, refer to Figure 6.1.
-88-
d2
d1
t1
b1
light sealing welding
r2
e1
t1
b2
oil filler
VHDOLQJZHOGLQJ
30
Plane fitting line
Two holes in way of the lower bearing

10mm for diameter 50 to 100mm
12mm for diameter more than 100mm
e1
t2
b3
See Table 6.2, Note
t2
t2
r1
Figure 6.1Gooseneck bearing brackets

6.2For boom axial force and dimensional details of gooseneck bearing brackets, refer to Table 6.2.
Boom Axial Force and Dimensions of Gooseneck Bearing Brackets (mm)
Gooseneck pin
d1
Type
Permissible
axial forcekN
50
50
55
60
60
65
70
70
70
80
80
90
90
100
100
110
110
120
120
130
140
140
155
170
A
A
B
A
B
B
A
A
B
A
B
A
B
A
B
A
B
A
B
B
A
B
B
B
16
20
25
25
32
40
32
40
50
50
63
63
80
80
100
100
125
125
160
200
160
250
320
400
Table 6.2
b1
b2
b3
d1
d2
e1
r1
r2
t1
t2
Weld
throat size
33
45
150
52
85
70
30
164
95
32
47
15
12
10
33
45
170
57
90
80
30
164
95
37
50
15
12
10
38
50
180
62
100
90
30
169
95
42
55
15
12
10
38
50
200
68
110 100
40
194 120
48
60
20
12
10
48
60
210
73
120 115
40
204 120
53
65
20
12
10
48
60
230
83
130 130
50
224 140
63
70
20
12
10
55
70
270
93
140 145
50
234 140
73
75
20
12
10
55
70
270 103 160 160
60
275 175
83
85
20
15
10
60
80
290 113 170 175
60
295 175
90
92
20
20
10
60
80
320 123 190 190
70
335 215 100 102
25
20
12
68
90
350 134 200 205
70
349 215 110 107
25
22
12
68
90
370 144 210 220
70
355 215 122 115
25
25
12
70 100 400 159 230 235

70 100 450 174 250 250
70
70
395 235 137 125

395 235 152 135
30
30
30
30
15
15
6
6
Note: When fitted to a mast or samson post, dimension b3 is not to be less than 2/3 diameter of the mast or post at that height.
-89-
7Heel blockholders
7.1For heel blockholders, refer to Figure 7.1.
d1
d1
r2
d2
b1
b2
d2
e
d3
h1
b3
d4
r1
r1
h1
h2
Lub. oil hole
Lub. oil hole
g
7\SH$
b3
0.5b1
15
15
7\SH%
Figure 7.1Heel Blockholders

7.2For permissible load and dimensional details of heel blockholders, refer to Table 7.2.
-90-
Permissible Load and Dimensions of Heel Blockholders (mm)

Gooseneck
Permissible
pin
load
diameter
d1 (see
kN
Fig.5.1)
Table 7.2
b1
b2
b3
d1
d2
d3
d4
h1
h2
r1
r2
50
20
22
26
12
52
80
25
23
75
55
50
75
25
12
55
20
22
26
12
57
85
25
23
78
60
50
75
25
12
60
20
22
26
12
62
90
25
23
80
62
50
75
25
12
20
22
26
12
68
95
25
23
83
65
65
75
25
12
40
30
35
15
68
100
33
31
95
65
65
100
32.5
15
20
22
26
12
73
100
25
23
85
70
65
75
25
12
40
30
35
15
73
105
33
31
98
70
65
100
32.5
15
20
22
26
12
83
110
25
23
90
85
85
25
12
40
30
35
15
83
115
33
31
102
75
85
100
32.5
15
63
40
45
20
83
120
42
40
115
75
85
130
42.5
20
40
30
35
15
93
125
33
31
108
80
85
100
32.5
15
63
40
45
20
93
130
42
40
120
80
85
130
42.5
20
40
30
35
15
103
135
33
31
112
110
32.5
15
63
40
45
20
103
140
42
40
130
95
110
130
42.5
20
100
50
58
26
103
145
52
50
145
95
110
165
55
25
40
30
35
15
113
145
33
31
118
110
32.5
15
63
40
45
20
113
150
42
40
135
100
110
130
42.5
20
100
50
58
26
113
155
52
50
150
100
110
165
55
25
40
30
35
15
123
155
33
31
122
130
32.5
15
63
40
45
20
123
160
42
40
140
130
42.5
20
100
50
58
26
123
170
52
50
155
110
130
165
55
25
160
60
70
30
123
180
65
62
175
110
130
195
65
30
63
40
45
20
134
170
42
40
145
130
42.5
20
100
50
58
26
134
180
52
50
165
115
130
165
55
25
160
60
70
30
134
190
65
62
185
115
130
195
65
30
63
40
45
20
144
180
42
40
150
130
42.5
20
100
50
58
26
144
190
52
50
170
120
130
165
55
25
160
60
70
30
144
200
65
62
190
120
130
195
65
30
63
40
45
20
159
195
42
40
160
150
42.5
20
100
50
58
26
159
205
52
50
178
130
150
165
55
25
160
60
70
30
159
215
65
62
198
130
150
195
65
30
63
40
45
20
174
210
42
40
170
150
42.5
20
100
50
58
26
174
220
52
50
185
145
150
165
55
25
160
60
70
30
174
230
65
62
205
145
150
195
65
30
65
70
80
90
100
110
120
130
140
155
170
-91-
8Retaining rings and retaining pins for goosenecks

8.1For retaining rings and retaining pins, refer to Figure 8.1
d1
Equal
d3
d2
l2
m
d4
l1
d5
45
Fitting of the split cotter
pin hole,see Table 8.2,Note
Figure 8.1Retaining Rings and Retaining Pins for Goosenecks

8.2For dimensional details of retaining rings and retaining pins, refer to Table 8.2.
Dimensions of Retaining Rings and Retaining Pins (mm)
Gooseneck pin
diameter d1(See
Fig.5.1)
d1
d2
d3
d4
d5
50
52
75
13
12
55
57
85
13
12
60
62
90
13
12
65
68
95
13
70
73
100
17
80
83
110
l1
l2
40
95
82
40
105
92
40
110
97
12
50
115
102
16
50
120
107
17
16
50
130
117
90
93
120
17
16
50
140
127
100
103
140
21
20
60
165
149
110
113
150
21
20
60
175
159
120
123
170
21
20
80
195
179
130
134
180
21
20
80
205
189
140
144
190
21
20
80
215
199
155
159
205
27
25
80
235
215
170
174
220
27
25
80
250
230
Note: The hole diameter d5 is also to be the nominal diameter of the split cotter pin.
-92-
Table 8.2
m
6.5
2.5
10
9Topping swivels and locating pins

9.1For topping swivels and locating pins, refer to Figure 9.1.
Lifting eyeplate to be fitted
when the load80kN
d3 d2
d6
r2
r=3mm for the load 125kN
r=5mm for the load 125N but 400kN
k 0.5k
r1
d4
l1
e
l2
d5
Oil filler to be accessible
45
p
d1
Figure 9.1Topping Swivels and Locating Pins

9.2For permissible load and dimensional details of topping swivels and locating pins, refer to Table 9.2.
Permissible Load and Dimensions of Topping Swivels and Locating Pins (mm)
Table 9.2
Permissible
Weld
b
d1
d2
d3
d4
d5
d6
20
22
32
34
65
25
10
60
75
90
10
40
30
40
42
80
33
10
70
95
110
63
40
45
47
90
42
13
80
80
45
50
52 100
48
13
90
100
50
55
57
110
52
13
125
55
60
62 120
56
160
60
65
68 130
65
200
65
75
78 150
250
70
80
320
80
90
400
90
load on eye
l1
l2
r1
r2
149 165
15
55
38
12
3.5
12
175 193
15
25
38
12
3.5
110 130
12
215 233
20
43
47
12
120 150
12
245 263
20
48
47
12
4.5
100 130 170
15
265 287
20
55
10
50
15
13
110 140 190
15
295 317
20
60
10
50
15
13
115 150 215
15
323 345
20
65
12
50
15
74
16
125 170 240
20
367 397
25
70
12
60
19
7.5
83 160
78
16
130 180 270
20
397 427
25
75
15
60
19
93 180
86
20
150 190 300
25
448 485
30
85
15
72
19
10
100 103 200
96
20
160 210 330
25
488 525
30
95
18
72
19
12
kN
throat
size
Note: The hole diameter d5 is also to be the nominal diameter of the split cotter pin to be used.
-93-
10Topping swivel bearing brackets

10.1For topping swivel bearing brackets, refer to Figure 10.1.
t2
Arc cutting to fit for mast; or in case of plane,

cutting in accordance with the required length b and
l to be determined separately for the individual components
t2
bmax
bmin
t2
lmin
lmax
e
t1
h2
t2
h1
c1
h5
h4
h3
t2
30
Split cotter pin hole
Figure 10.1Topping Swivel Bearing Brackets

10.2For permissible load and dimensional details of topping swivel bearing brackets, refer to Table 10.2.
-94-
Permissible Load and Dimensions of Topping Swivel Bearing Brackets (mm)

b
Permissible
load on eye
kN
(max.) (min.)
e
(approx.)
h1
h2
h3
h4
Table 10.2
h5
Weld
(approx.) (approx.) (max.) (min.)
t1
t2
throat
size
20
170
140
50
34
100
95
119
75
30
20
110
75
35
12
10
40
200
160
60
42
110
115 145
80
30
20
140
95
43
15
10
63
230
180
65
47
120
135 175
90
40
25
175
115
48
20
10
80
260
200
70
52
140
155 205
110
40
25
200
140
55
25
10
100
290
230
75
57
160
175 225
125
50
30
220
160
60
25
12
120
325
260
80
62
170
195 255
140
50
30
240
175
65
30
12
160
360
290
85
68
190
223 283
150
60
30
260
190
70
30
12
200
410
320
95
78
220
248 318
170
60
30
280
205
80
35
15
250
450
370
100 83
240
278 348
190
70
40
300
220
85
35
15
320
490
370
110 93
270
308 388
190
70
40
320
220
95
40
15
400
520
410
120 103
290
338 428
190
70
40
340
245
105 45
15
11Oval eyeplate
11.1For oval eyeplates, refer to Figure 11.1.
d
Type A
Type B
r1
h
c
r2
For other dimensions,see type A
Mark position
Figure 11.1Shape of Eyeplates

11.2For permissible load and dimensional details of oval eyeplates, refer to Table 11.2.
-95-
Permissible Load and Dimensions of Oval Eyeplates (mm)
Nominal
Size
Table 11.2
Mounting of
Dimensions
Permissible
type A
load
Welding
kN
r1
r2
(min.)
(min.)
0.4
22
15
42
10
15
32.5
65
17.5
0.6
6.3
28
19
52
12
19
40.5
80
21.5
10
35
22
67
16
25
52
95
27
1.6
16
42
24
82
20
33
65
120
32
20
50
27
100
25
35
12
73.5
132
38.5
2.5
25
55
29
105
25
39
12
78.5
140
39.5
31.5
66
33
126
30
42
12
88.5
180
46.5
10
40
77
36
147
35
48
15
101
210
53
12
50
87
41
167
40
57
18
117.5
225
60.5
14
63
91
45
171
40
66
18
128.5
240
62.5
14
80
101
51
201
50
73
20
148.5
270
75.5
10
17
10
10
100
117
56
217
50
80
22
158
300
78
10
17
11
12
125
128
61
248
60
87
24
177.5
335
90.5
12
20
12
16
160
145
67
265
60
95
26
188.5
370
93.5
12
20
13
20
200
157
73
297
70
105
28
211.5
420
106.5
14
25
14
25
250
170
80
331
80
120
32
240
470
120
16
30
16
32
315
194
88
374
90
130
36
264
530
134
18
30
18
40
400
220
98
420
100
145
40
294
570
149
20
35
20
50
500
240
108
460
110
155
45
319
630
164
22
35
22
Note : This load may be applied at any angle of attacking tensile force.
-96-
APPENDIX 3
REGISTER OF LIFTING APPLIANCES AND CARGO HANDLING GEAR
Form
No.
REGISTER OF LIFTING APPLIANCES AND CARGO HANDLING GEAR
Name of Ship
This Register is based on the standard international
Port of Registry
form of register approved by the International
Labour Office in respect of the test and examination
Official Number
of lifting machinery and gear used in the loading
and unloading of ships.
Date of Issue
Port of Issue
-97-
RLA-2
INSTRUCTIONS
1.Before being taken into use, all derricks and permanent attachments to the derricks, masts and decks, as
well as all cranes, winches and accessory gear shall be tested and examined in accordance with the Rules for
Lifting Appliances of Ships and Offshore Installations promulgated by the China Classification Society, and
the certificates (form CLA-2 and CUD-2, as appropriate) shall also be obtained. The certificates referred to
above shall be attached to this Register.
2.All derricks and permanent attachments to the derricks, masts and decks shall be inspected once in every
12 months and thoroughly examined once in every 4 years. The particulars inspected or thoroughly examined,
as appropriate, shall be entered in Part I of this Register.
3.All cranes, winches and accessory gear shall be thoroughly examined once in every 12 months. The
particulars thoroughly examined shall be entered in Part II of this Register.
4.No loose gear shall be used unless it was tested and examined in accordance with the Rules for Lifting
Appliances of Ships and Offshore Installations promulgated by the China Classification Society and an
appropriate certificate (form CLG-2) shall be obtained. The above certificate shall be attached to this Register.
5.All loose gear shall be thoroughly examined once in every 12 months. The particulars thoroughly
examined shall be entered in Part III of this Register.
6.In the case of gear used on lifting machinery driven by power, all 12.5 mm and smaller chains, rings,
hooks, shackles and swivels in general use shall be heat treated under the supervision of a competent person
once at least in every 6 months and other such gear in general use once at least every 12 months. In the case of
gear used solely on machinery worked by hand the above periods shall be 12 months and 2 years respectively.
The appropriate certificate (form CHT-2) shall be attached to this Register or alternatively the particulars heat
treated shall be entered in Part IV of this Register.
____________________
Thorough examination means a visual examination, supplemented if necessary by other means, such as a hammer teat, car
ried out as carefully as conditions permit, in order to arrive at a reliable conclusion as to the safety of the parts examined;
and if necessary for this purpose, parts of the machines or gear shall be dismantled.
-98-
-99-
if any)
responsible person and date
Signature and position of
(3)
99/108
Signature
and position
of
responsible
person and
date
Signature
and position
of
responsible
person and
date
Signature
and position
of
responsible
person and
date
Signature
and position
of
responsible
person and
date
working condition were found other than those shown in col. (4).
(4)
)
Remarks
(To
be
initialed and
dated)
promulgated by China Classification Society and that no defects affecting its safe
provisions of the Rules for Lifting Appliances of Ships and Offshore Installations
This is to certify that the gear shown in col. (1) was inspected in accordance with the
(4)
(1)
RemarksTo be initialed and dated Signature

and position
of
responsible
person and
date
working condition were found other than those shown in col. (3)
distinguishing
China Classification Society and that no defects affecting its safe
inspected (with
number or mark,
Appliances of Ships and Offshore Installations promulgated by
examined in accordance with the provisions of the Rules for Lifting
This is to certify that the gear shown in col. (1) was thoroughly
gear examined or
examination
description of
certificate of
test and
Number of
Situation and
Annual Inspection
Renewal Survey (Quadrennial Thorough Examination)
(2)
(1)
All derrick booms and above-named gear. If not, the parts which have been thoroughly examined or inspected on the dates stated must be clearly indicated.
If all the derrick booms and above-named gear are thoroughly examined or inspected on the same date, it will be sufficient to enter in col. (1)
and Permanent Attachments to the Derricks, Masts and Decks
PART 1 Renewal Survey (Quadrennial Thorough Examination) and Annual Inspection of Derricks
1 4
2
PART 2Annual Thorough Examination of Cranes, Winches and Accessory Gear
(1)
Col. (1) should show clearly the machines and gear which have been thoroughly examined. If all the winches
with their accessory gear have been thoroughly examined, it will be sufficient to enter All winches and
accessory gear.
(1)
(2)
(1)/
(3)
Number of
This is to certify that the machinery and gear shown in col. (1) was thoroughly
certificate of test
examined in accordance with the provisions of the Rules for Lifting
Situation and description
and examination
Appliances of Ships and Offshore Installations promulgated by China
of machinery and gear
Classification Society and that no defects affecting its safe working condition
examined (with
were found other than those shown in col.(3).
distinguishing number or
mark, if any)
(3)
Signature and position
Signature and position
of responsible person
of responsible person
Remarks (To be initialed
and date
and date
and dated)
-100-
3
PART 3Annual Thorough Examination of Loose Gear Exempt From Heat Treatment
(5)
Loose gear of this part indicates:

(1)
Rings, hooks, shackles and swivels permanently
Chains made of malleable cast iron;
attached to pitched chains, pulley blocks or
(2)
weighing machines;
Plate link chains;
(6)
(3)
Chains, rings, hooks, shackles and swivels made of
Hooks and swivels having screw-threaded parts or
steel;
ball bearings or other case-hardened parts;
(4)
(7)
Pitched chains;
Bordeaux connections.
(1)
(2)
(4)
Distinguishing
number or mark
(3)
(1)(2)
Description of loose
Number of
gear thoroughly
certificate
This is to certify that the gear described in col. (1) and (2)
examined including
of test and
was thoroughly examined in accordance with the provisions
dimensions
examination
of the Rules for Lifting Appliances of Ships and Offshore

Installations promulgated by China Classification Society and
that no defects affecting its safe working condition were found
other than those shown in col. (4).
(3)
Signature and
Signature and
position of
position of
R e m a r k s ( To
responsible person
responsible person
be initialed and
and date
and date
dated)
-101-
4
PART 4Heat Treatment of Loose Gear Made of Iron
12.5 mm61
121
12.5 mm and smaller chains, rings, hooks, shackles, and swivels in general use. If used with lifting machinery
driven by power, 6 months. If used solely with lifting machinery worked by hand, 12 months.
1212
1
Other chains, rings, hooks, shackles and swivels in general use. If used with lifting machinery driven by power,
12 months. If used solely with lifting machinery worked by hand, 2 years.
CHT2
Certificate of Heat Treatment of Loose Gear Made of Iron (form CHT-2) may be as an alternative to this Part of
the Register when attached therein.
(1)
(2)
distinguishing
number or mark
(3)
(1)(2)
Description of gear
Number of
This is to certify that the gear described in col. (1) and (2) was
heat treated
certificate
effectually heat treated under the supervision of a competent
of test and
person, that after being treated every article was carefully
examination
inspected and that no defects affecting its safe working

condition were found other than those shown in col. (4).
(3)
Signature and
Signature and
position of
position of
Remarks (To
responsible person
responsible person
be initialed and
and date
and date
dated)
-102-

CUD-2
Form

No.
CERTIFICATE OF TEST AND EXAMINATION OF DERRICKS

USED IN UNION PURCHASE
Name of ship
Port of Registry
(4)
THIS IS TO CERTIFY that the following derricks used in union purchase were tested on
20
at harbour in accordance with the provisions of the Rules for Lifting Appliances of Ships and Offshore
Installations promulgated by the China Classification Society; that no injury or permanent deformation
was found upon a careful examination after the test and that the safe working load when operating in union
purchase is as shown in col. (4) of the Table below.
(1)
(2)
(3)
(4)
(t)
(t)
Situation and description of derricks used
Maximum height of triangle
Test load applied
Safe working load
in union purchase (with distinguishing
plate above hatch coaming (m) or
(tonnes)
number or marks, if any)
maximum angle between runners
when operating
in union purchase
(tonnes)
120
When the above safe working loads are applied for the derricks operating in union purchase, the angle
between the runners is not to exceed 120 degrees; The preventer guys (or preventer guy chains) of the
outboard and inboard derrick booms are to be attached to the eyeplates in positions as specified in the Table
overleaf.
Issued at
Issued on
This form is based on the standard international form of certificate approved by the International Labour
Office for the test and examination of ships lifting appliances and cargo handling gear.
-103-
CLA-2
Form

No.

CERTIFICATE OF TEST AND EXAMINATION
OF LIFTING APPLIANCES
Name of ship
Port of Registry
(4)
THIS IS TO CERTIFY that the following gear was tested on
20
at
Harbour in accordance with the
provisions of the Rules for Lifting Appliances of Ships and Offshore Installations promulgated by the
China Classification Society; that no injury or permanent deformation was found upon a careful examination
after the test and that the safe working load is as shown in col. (4) of the Table below.
(1)
(2)
(3)
(4)
(t)
Situation and description of lifting
Angle to the horizontal or radius at
appliances(with distinguishing number or
which test load applied
Test load applied
(tonnes)
(t)
marks, if any)
Safe working
load at angle or
radius shown in
col. (2) (tonnes)
Issued at
Issued on
-104-
CHT-2
Form

No.

CERTIFICATE OF HEAT TREATMENT OF
LOOSE GEAR MADE OF IRON
Name of ship
Port of Registry
(6)
THIS IS TO CERTIFY that the under-mentioned loose gear was effectually heat treated; that after being so
heat treated every article was carefully inspected, and that no defects affecting its safe working condition
were found other than those indicated in column (6).
(1)
(2)
(3)
(4)
(5)
(6)
Distinguishing
Date of heat
Nature of heat
number or mark
Description of
Number of
treatment
treatment given
Defects found at
gear
certificate of test
inspection after
and examination
heat treatment
Name of company carrying out

the heat treatment and inspection
Position of competent person
Issued at
Issued on
-105-

Form

CLG-2
No.
CERTIFICATE OF TEST AND EXAMINATION OF LOOSE GEAR
Name of ship
Port of Registry
THIS IS TO CERTIFY that the following loose gear was tested in accordance with the provisions of the Rules
for Lifting Appliances of Ships and Offshore Installations promulgated by the China Classification Society;
that no injury or permanent deformation was found upon a careful examination after the test and that the safe
working load of the said loose gear is as shown in the Table below.
(1)
(2)
(3)
(4)
(5)
(6)
(t)
Distinguishing
Number tested
Date of test
Proof load applied
(t)
number or mark
Description of
(tonnes)
Safe working
gear
load (tonnes)
Issued at
Issued on
-106-

CWR-2
Form

No.
CERTIFICATE OF TEST AND EXAMINATION OF WIRE ROPE
Name of ship
Port of Registry
THIS IS TO CERTIFY that the under-mentioned rope particulars are correct and that the ropes were tested
and examined by a competent person.
Name of maker of rope
Nominal diameter of rope
Number of strands
Grade of wire strength
Core
Lay
Date of test of sample
Intended use
Name of agency making the test and examination
Position of the competent person making the test and examination
Issued at
Issued on
-107-
APPENDIX 4
CONDITIONS OF RATIFICATIONS OF ILO CONVENTIONS NO.32 AND NO.152 BY
PORT STATE AUTHORITIES (BY THE END OF 1999)
1Convention Concerning the Protection Against Accidents of Workers Employed in Loading or Unloading
Ships (No.32).
Ratified by: Algeria; Argentina; Azerbaijan; Bangladesh; Belorussia; Belgium; Bosnia and Herzegovina;
Bulgaria; Canada; Chile; China; Croatia; Cuba; Denmark; Finland; France; Honduras; India; Ireland;
Italy; Kenya; Kyrgyzstan; the former Yugoslav Republic of Macedonia; Malta; Mauritius; Mexico; Netherlands
; New Zealand; Nigeria; Norway; Pakistan; Panama; Peru; Russian Federation; Sierra Leone; Singapore;
Slovenia; Spain; Sweden; Tajikistan; Tanzania (United Republic of); Ukraine; United Kingdom; Uruguay;
Yugoslavia.
2Convention Concerning Occupational Safety and Health (Dock Work) (No.152)
Ratified by: Brazil; Congo; Cuba; Cyprus; Denmark; Ecuador; Egypt; Finland; France; Germany; Guinea; Iraq;
Mexico; Netherlands; Norway; Peru; Spain; Sweden; Tanzania (United Republic of).
____________________
Convention denounced as a result of the ratification of Convention No.152.

-108-

Rules-No.5 Rules For Lifting Appliances of Ships and Offshore Installations 2007

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Rules-No.5 Rules For Lifting Appliances of Ships and Offshore Installations 2007

Uploaded by

Copyright:

Available Formats

CHINA CLASSIFICATION SOCIETY

RULES FOR LIFTING APPLIANCES

CHAPTER 1SURVEYS AND CERTIFICATION

Derrick boom and mast fittings

(1) Examine lugs, etc., at derrick head and mast head.

Examine deck eyeplates, wire rope stoppers, etc.

Derrick booms and masts

(1) Examine for corrosion (where this is suspected, paint to be removed as

(1) Blocks to be examined. Particular attention is to be paid to sheave rotation,

Examine wire ropes, with particular attention to broken wires at ferrule

Items and Description for Survey of Cranes, Lifts and Ramps

Cranes, lifts and ramps

Fixed sheaves, blocks,

Jib heel pins, ramp hinges

Check lubrication and ensure that there is no detrimental wear

(1) Examine entire length of rope.

Shackles, rings, hooks,

(1) Check condition of hydraulic pipes.

Main pivots, slewing

errick boom and mast fittings

(1) Examine lugs, etc., at derrick head and mast head.

Derrick booms and masts

1) Examine for corrosion (where this is suspected, paint to be removed as necessary).

Examine deck eyeplates, cleats, wire rope stoppers, etc.

(1) Examine entire length of rope. The rope is to be cleaned if necessary.

Derrick systems are to be load tested at each quadrennial thorough survey

1.6.2.5Certificate of Heat Treatment of Loose Gear Made of Iron

CHAPTER 2DERRICK SYSTEMS

Type and use of ropes

Running rigging: cargo runners

0.9 SWL + 1910

but need not be greater than 5 nor less than 3

2.2SLEWING DERRICK AND UNION PURCHASE RIGS

SWL of derrick rigs, in kN

Working load of slewing guys, in kN

0.5 SWL + 4.9

Safe working load of derrick rig, in kN

Safety factor for stability n

Note: (1) a is the mid-length of boom;

Safe working load of derrick rig, in kN

Safety factor n for stability of boom

1000t mm, for t 15 mm

D = 100 tmm, for t 15 mm

where: b bending stress, in MPa;

Safe working load (SWL)

Unstayed mast including crosstree and

CHAPTER 3CRANES, LIFTS AND RAMPS

Crane type and use

Engine room cranes, provision cranes

Deck cranes, container cranes, gantry cranes, floating cranes

3.2.7Transverse forces due to travel motions

where: P vertical load, in N;

(wheel track/wheel base)

Conventional ships (with dimension ratio required by rules)

Barges with length less than 4 times breadth, and catamarans

3.2.11Forces due to ship motion

Parameters of Ships Motion

Maximum single amplitude

Lpp length of ship between perpendiculars, in m;

Forces due to Ships Motion

For SWL exceeding 490 kN:

where: SWL safe working load, in kN.

Section ratio (for box sections) =

1.47 ALw 1.5