0004 Fleet Tackle Guide e

Tackle Guide

Published by: Fleet Directorate Fisheries and Oceans Canada Canadian Coast Guard Ottawa, Ontario K1A 0E6 Fleet Tackle Guide First Edition July 2004 Available on CCG Intranet site at: http://ccg-gcc.ncr.dfo-mpo.gc.ca/fleet-flotte Printed on recycled paper

EKME #348432V1

FLEET GUIDE TACKLE CANADIAN COAST GUARD FLEET SAFETY

Table of Contents

Introduction ______________________________________ 5 Mate of-the Month ________________________________ 5 References_______________________________________ 7 Definitions _______________________________________ 9 What to Inspect __________________________________ 11 Who Can Inspect and What Can They Inspect __________ 11 Tools Required For Inspection_______________________ 13 The Basics Of Inspection ___________________________ 15 Bringing the Crew Onside __________________________ 17 Anchor, Anchor Chain, and Windlass _________________ 19 Blocks _________________________________________ 23 Chain __________________________________________ 27 Chain Hoists and Come-Alongs______________________ 29 Davits__________________________________________ 31 Fibre Rope ______________________________________ 35 Hooks and Headache Balls _________________________ 37 Rings and Links __________________________________ 39 Shackles _______________________________________ 41 Sheaves________________________________________ 43 Slings __________________________________________ 47 Spreaders ______________________________________ 53 Turnbuckles _____________________________________ 55 Wire Rope, Drums and Fittings, including Standing Ropes _ 57 Lubricating Wire Rope _____________________________ 65 Repairs and Alterations ____________________________ 69 Ordering New and Replacement Gear ________________ 71 Record Keeping __________________________________ 73 Certificates ______________________________________ 75 Index of Lifting Gear & Other Certificates ______________ 75 Form T-1 _______________________________________ 79 T-1 / Part I (Ships with Derricks) _____________________ 79 T-1 / Part II ______________________________________ 81 T-1 / Part III _____________________________________ 85 T-1 / Part IV _____________________________________ 89 Form T-2 _______________________________________ 93 Form T-3 _______________________________________ 97 Form T-4 ______________________________________ 101 Form T-5 ______________________________________ 105 Form T-6 ______________________________________ 109 Form T-7 ______________________________________ 109 Acknowledgement _______________________________ 113

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First Edition July 2004


Introduction

Knowledge of the equipment and materials with which we work is one of the most important factors in accident prevention. Each piece of equipment and material has been designed and developed to serve a specific purpose. Knowledge of what it can and cannot do not only improves efficiency but also eliminates hazards. We may think of it simply as machinery and tools to do a job. In fact, it is a responsibility to the people who work with the equipment every day, a leadership issue, and a matter of pride.

Mate of-the Month

Whether you are the Mate for two weeks or two years, you are responsible for all aspects of the lifting gear. You must maintain the lifting gear, the Tackle Register, and all of the associated files.

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References

CANADA SHIPPING ACT TACKLE REGULATIONS All lifting machinery shall be inspected annually by a competent person. All chains, rings, shackles...shall be inspected by a competent person immediately before each occasion on which they are to be used.... Every wire rope in general use in the processes shall be inspected by a competent person.... A register shall be kept... Certificates....shall be attached to the register....

CANADA LABOUR CODE - MARINE OCCUPATIONAL SAFETY AND HEALTH REGULATIONS ...employer shall set out in writing, instructions for the inspection... ...inspection must be performed by a competent person. ...report which will include date and observations at the time the equipment is inspected. Every operator shall be instructed and trained...for the inspection...

CONSTRUCTION SAFETY ASSOCIATION OF ONTARIO ...must be inspected on a daily basis...observed during operation for any defects... ...log must be maintained...of all inspections performed.

CANADIAN STANDARDS ASSOCIATION The condition of running ropes shall be observed during normal operation every working day... Running ropes shall be considered unserviceable and removed from service if... Standing ropes shall be considered unserviceable and removed from service if... All running ropes which have been idle for a period of more than one month shall be given a thorough inspection before it is placed in service. Particular care shall be taken in the inspection of non-rotating and preformed rope...

FLEET SAFETY MANUAL HOISTING OPERATIONS AND RIGGING COURSE

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WEB LINKSCanada Labour Code Marine Occupational Safety and Health Regulations http://www.tc.gc.ca/Actsregs/clc-cct/moshr.html Canada Shipping Act Tackle Regulations http://www.tc.gc.ca/Actsregs/csa-lmmc/csa82.html Construction Safety Association of Ontario Rigging Manual http://www.csao.org/t.tools/t5.products/detail.cfm H-Lift Industries http://www.h-lift.com/anchorchain.htm Manufacturers Warehouse http://www.synlube1.com/wrl_article.html Wire Rope Industries Inspection http://www.wirerope.com/techindx.htm

Note: These links were valid at the date of publication of this Guide. Due to constant changes on the InterNet, these links cannot be guaranteed.

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Definitions

Annealing A process in which metals are treated to render them less brittle and more workable. It consists of heating the material and then cooling it very slowly and uniformly; the time and temperatures required in the process are set according to the properties desired. Annealing increases ductility and lessons the possibility of a failure by relieving internal stresses. Cargo Gear Any gear or appliance used in the processes; Fixed Cargo Gear Ships' cranes, winches and other hoisting appliances, derrick booms, derricks and mast bands, goose-necks, eyebolts and all other permanent attachments to any part of a ship used in connection with the processes, also shore cranes and other shore based appliances employed in loading or unloading a ship. Hatch An opening in a deck used for the purpose of the processes or for trimming or ventilation. Hatchway The whole space within the square of the hatches, from the top deck to the bottom of the hold. Heat Treatment Either annealing or normalizing as described in Schedule II. Inspector An inspector of Ship's Tackle appointed pursuant to Part VIII of the Canada Shipping Act. Lifting Machinery Any fixed cargo gear used in hoisting or lowering. Processes All or any part of the work of loading, unloading, moving or handling cargo, bunker coal, ship's stores, ship and cargo fittings, performed: a. on board a ship, b. on shore in an area within the scope of any derrick, crane or other equipment employed in loading or unloading a ship and in the immediate approaches to such an area not including any shed or warehouse or any part of a wharf forward or aft of the ship's mooring lines, c. on board any floating crane or other floating hoisting equipment, or d. on board any barge, scow, raft or crib alongside a ship. Proof Load A test load that exceeds the Safe Working Load. The amount it exceeds the Safe Working Load depends on the type of gear and is explained in the Tackle Regulations. Pulley Block Pulley block, gin and similar gear, other than a crane block specially constructed for use with a crane to which it is permanently attached.

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Safe Working Load (SWL) The maximum load that the materials handling equipment is designed and constructed to handle or support safely. Must never be exceeded. Same as Work Load Limit. Safety Factor For all metal structural parts used in lifting machinery the safety factor shall be as follows: 5 - when the safe working load is 10 t or less; 4 - when the safe working load is over 10 t; 8 - for wooden structural parts used in lifting machinery; 4 - for chains; 5 - for wire rope; and 7 - for fibre rope Wharf Any wharf, dock, pier, quay or similar place at which the processes are carried on. Worker Any person employed in the processes. Working Place A place where the processes are carried on.

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What to Inspect

Cranes and all associated equipment. All loose gear: nippers, hooks, slings, shackles, turnbuckles, barrel hooks, spreaders, etc. Block & Tackle. Barge lifting gear including winches and A-frame. All small craft lifting bridles and lifting lugs on boats. Chain Falls, Deck and Engine Room. Engine Room Lifting Gear. Davits and all associated equipment including span wires, man-ropes, gripes, bowsing tackle, etc. These are not part of the Tackle Register but must be maintained and inspected. Windlass, anchors and chains. Mooring wires and mooring winches. Tow winch and tow wires and ropes. Chain Stoppers.

Who Can Inspect and What Can They Inspect

1. A tackle Inspector, a steamship inspector or a surveyor employed by a classification society acceptable to the Board.Testing of chains, rings, hooks, shackles, swivels, pulley blocks, wire rope and lifting machinery; assembly tests on new gear and at quadrennial inspections.

2. Responsible person having the necessary and appropriate technical qualifications employed by:

a. a testing laboratory; or b. a firm engaged in manufacture or repair of gear concerned; or c. any other approved person, firm or association.Testing of chains, rings, hooks, shackles, swivels, pulley blocks, wire rope and lifting machinery; assembly tests on new gear and at quadrennial inspections when no Tackle Inspector, Steamship Inspector or classification surveyor is available.

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3. Responsible person having the necessary and appropriate technical qualifications who is employed by a firm engaged in such work and equipped with a properly controlled heat treatment furnace.Annealing or other heat treatment of chains, rings, hooks, shackles, and swivels.

4. Any person holding a Certificate of Competency as Master or Mate or any responsible person having the experience to allow them to carry out the work of inspection satisfactorily.Annual inspections of pulley block, chains, hooks, rings, swivels, shackles, ropes and permanent attachments to the derricks, masts and decks.

5. Any responsible person having the necessary experience to allow them to carry out the work of inspection satisfactorily.Thorough examinations and inspections of cranes, winches, hoists, and other lifting machinery operated by power.

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Tools Required For Inspection

Inventory Digital Camera / Sketch Pad Pencil & Paper Marlin Spike Tape Measure Micrometer Groove / Wire Gauge Hammer

Adjustable Wrench Wire Brush to clean off tags for identification Twine to hang material for hammer tests Tags to mark items that require recertification Marker for tags above Rags Diesel for cleaning Heavy Duty Rubber Gloves to run hands along length of wire while looking for damage Spray Paint (High Contrast) - To mark material that is to be destroyed. Fall Protection and Personal Protection Equipment

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The Basics Of Inspection

Decide what you wish to inspect. Have the crew lay it out in a convenient work area. The Boatswain or Senior Hand should be capable of supervising any dismantling. You may wish to directly oversee the operation if the crew is unfamiliar with the running gear, removal of wires, sheaves, swivels etc. If you are unfamiliar with a particular piece of equipment be sure to attend during its dismantling, cleaning and reinstalling. If there are insufficient descriptions and photos or drawings of the equipment you can get these during disassembly and dismantling. A Digital Camera will allow you to quickly add an inspection file to the lifting gear files on your computer. Be sure to identify each file for easy reference. There may be times where a manufacturer refuses to provide drawings, or where the original drawings have been lost. In these cases you should make your own drawings and incorporate them into the Tackle Register. These 3 drawings were made with Excel, but there are several excellent drawing programs available. Following your inspection, write the information on the appropriate certificate and add the date and your initials. This gives you an easily accessible and readable history on the equipment in question. When your annual inspection is complete, and you have made notations on all of the certificates, go to the appropriate part of T-1 in the Tackle Register and sign-off the annual inspection. Dont try to enter all of the loose gear in the T-1 Tackle Register. For the average Coast Guard ship, there just isnt enough room.

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Bringing the Crew Onside

The crew needs to know as much as possible about the lifting gear. Ensure they are involved in the various inspections and that you explain what you are doing and why. Ensure they know how to select the appropriate gear for the lift: tags; SWL; conditions: etc.. Ensure they know what to do if they find a piece of gear that is questionable, and that they are comfortable taking the necessary actions (taking it out of service and advising the Chief Officer) Ensure they know how to dismantle, clean, lubricate and re-assemble each piece of gear that they work with. Part of the education of the crew are the drawings, photos, comments, etc that each Chief Officer adds to the Tackle Register. If your ship has something different, difficult, or foreign, you should detail the procedure required and leave it for the crew and the next Chief Officer. This will save hours of work and frustration in the future. Ensure they know the purpose of every piece of lifting gear on board. Ensure the Boatswain and the Chief Officer have copies of "Rigging Manual" by Construction Safety Association of Ontario. A copy of this publication may also be placed in the deck workshop.

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Anchor, Anchor Chain, and Windlass

Find the certificates and the drawings and keep them in the Tackle Book. These drawings and sketches will ensure the correct replacement parts are ordered and that the gear is rigged correctly after each dismantling. Determine which anchors are in use and which is the spare. Has the spare anchor ever been used and, if so, why? Perhaps the spare is damaged and not fit for reuse. Ensure the windlass goes into gear smoothly and completely. Ensure the brakes work well and that they do not bind or slip. Check the brake bands to ensure all connections are solid and not on the verge of failure. Clean and free all grease nipples. Replace as necessary. Compare the grease points to the drawings to ensure all grease points are serviced. When painting the windlass take the extra time to tape or Vaseline all grease nipples. This will save much work later. Ensure the chain fits the gypsy and that the pockets are not damaged. Inspect the devil's claws or other securing mechanism for damage, corrosion, wear, and operation. Inspect the rollers. Do they roll freely? Are the grease nipples and greaseways free? Dismantle the rollers and inspect for wear, damage, greaseways, and fit. Inspect the guillotine for damage, wear, distortion and operation. Inspect all hydraulic hoses and advise the Senior Engineer if they require replacement. Do the windlass controls work properly? If not, have them repaired.

Inspect the anchor chain for:

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Loose studs. Any found should be tack welded. Loose studs which come away when the anchor is dropped become projectiles. Damaged or distorted links. Damaged or distorted joining shackles and missing spile pins.

When heaving up or paying out under power watch the chain for damage and unusual conditions. Inspect the anchors (those in use and the spares) for damage, distortion, open links, damaged swivels. Inspect the chain locker to ensure the bitter ends are secured, and are not damaged, distorted or inaccessible. This is of particular importance after a contractor has returned the chain to the ship. How do you release the bitter ends in case of emergency? Does the deck crew know how to release the bitter ends? How much cable is in each locker? Check this. Check the strum box(es) in the chain lockers to ensure they are clear of debris. Check bilge pumps to ensure they operate. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it. These inspections can be carried out when the anchor is home and secured, when it is out and secured and by flaking it on the dock. By taking advantage of these opportunities you will gradually complete a full inspection of the anchors. Take advantage of these opportunities to mark the cables. Find out when the cables were last changed end-for-end and/or had a shot or two moved from one end to the other. Perhaps the middle shots are not being rotated.

Kentnor Type Joining Shackle

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Are there spare joining shackles on board? Find the certificates and find the shackles. Open the shackles and inspect, grease and close. If there are none on board, order two or three. If it is necessary to break shots of chain you will require spare joining shackles (Usually the joining shackles cannot be broken and must be burned or cut open.) Inspect the block and halyard for the Day Signals. Replace if necessary.

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Blocks

Blocks can be crane and hook blocks, wire rope blocks, and snatch blocks down to the simplest of tackle blocks. The essential parts of any block are the shell, the sheaves, the center pin, the straps and the connections. They can be equipped with a number of end fittings including hooks, wedge sockets, clevis, shackles of all types and swivels of all types as well as combinations of these items. Blocks may also be equipped with a beckett, which is a term for a rope end anchorage point on the block. All fittings on blocks should be forged alloy steel. Shackles and eyes are inherently stronger than hooks; blocks equipped with them are rated at higher working loads. The anchorage point for the blocks must be able to carry the total weight of the load plus the weight of the blocks, plus the pull exerted on the lead line. Tackle Regulations, Part IV, Cargo Gear, 21(8): All chains......and all rings, hooks, shackles, swivels and pulley blocks shall be inspected by a competent person immediately before each occasion on which they are used in hoisting or lowering, unless they have been inspected within the preceding three months. If you find small metal particles on any surface of the block / sheave, stop the operation and inspect for damage. It is possible for bearing races to disintegrate or seize up and cause catastrophic failure. Do not hesitate to completely dismantle blocks.

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Clean all components completely before inspection. Check the blocks for excessive wear on the becketts, end connections, sheave bearings and center pins. Ensure the greaseways and grease nipples are clear and free. Replace the grease nipple if necessary. Ensure the sheave grooves are smooth. If a wire rope sheave shows the imprint of the rope, excessive rope wear will occur. Hang the sheave from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked. Look for signs of overloading; elongated links, eyes or shackles; bent shackle, link or center pins; enlarged throat hooks. If such conditions are found, the block should be replaced. Check the sheaves for proper rotation. Ensure all cable keepers are in place. Check the clearance between sheaves and cheek and partition plates. It should be small enough that there is no danger of the rope slipping between them. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future.

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Make notes of what you found; where you found it and what, if anything, you did about it. Measure the sheave groove with a groove gauge. Measure the cross-section of the pins in at least three places to record wear. Grease it well and re-install. Ensure the cotter pin or other securing mechanism is in good condition.

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Chain

Chain comes in many sizes and grades. Only one type alloy steel chain, grade 80 or grade 100, is suitable for rigging and overhead hoisting. Alloy chain possesses excellent ductile properties typical of most rigging hardware. The links actually stretch a little when overloaded. This deformation is a warning sign, cautioning the user that the chain has been overloaded and its capacity reduced. Deformed chains must be removed from service. Chains that are not made of alloy steel don't have good ductile properties. They can fail without warning. For this reason, non-alloy chains are prohibited for overhead hoisting. The disadvantage of chain is that it is only as strong as its weakest link. When wires break in a wire rope sling under load, it doesn't necessarily translate into an accident. But when one link in a chain fails, the load will come down. While regular inspection is essential to all rigging operations, it is especially critical where chain slings are being used. Tackle Regulations, Part IV, Cargo Gear, 21(8): All chains......and all rings, hooks, shackles, swivels and pulley blocks shall be inspected by a competent person immediately before each occasion on which they are used in hoisting or lowering, unless they have been inspected within the preceding three months.

Hose off the deck where you will be working to remove as much grit and abrasive material as possible. You can use Crack Detector spray. Inspect every link, including joining apparatus. Inspect for inner link wear and wear on outside of the link barrels. Manufacturers publish tables of allowable wear for various link sizes. Check for nicks and gouges that may cause stress concentrations and weaken links. Renew any tags or stamps that identify the chain. Ensure the hammer-locks move freely and that they are not overly worn. Lubricate them.

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This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it. If you replace a master link, hammer-lock, chain, hook or any other part, ensure the new part is certified and identified. Better yet, send the entire unit to a test facility for recertification. If you find a chain that requires recertification, tag it as such and set it aside. Do not use it until it has been recertified. If you find a chain that requires disposal, chop it up and dispose of it. Do not keep it. If in doubt, dispose of the chain.

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Chain Hoists and Come-Alongs

Chain Hoists

Chain hoists are intended for use in a vertical or near vertical position only. If rigged at an angle, the upper hook can be damaged at the shank and the throat may open up. If the gear housing is resting upon an object while under load it can be damaged or broken. Always make sure the hoist is hanging freely. Before using the hoist, inspect the chain for nicks, gouges, twists and wear. Check the chain guide for wear. Hooks should be measured for signs of opening up. Ensure hooks swivel freely and are equipped with safety catches. If the hoist has been subjected to shock loads or dropped, it should be inspected thoroughly before being put back in service. Check the load brake by raising the load a couple of inches (several cm) off the ground and watching for creep. If the hoist chain requires replacement, follow the manufacturer's recommendations. Different manufacturers use different pitches for their load chain. The load chain on chain hoists is case-hardened to reduce surface wear and is unsuitable for any other use. Load chain will stretch 3% before failing, whereas Grade 8 alloy chain will stretch at least 15%. Load chains are too brittle for any other application. Any load chain removed from a hoist should be destroyed by cutting it into short pieces. Never try to repair a load chain yourself. Welding will destroy the heat treatment of the chain entirely.

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Come-Alongs

They can be used vertically, horizontally or at an angle. A come-along that requires the use of a cheater or the help of another worker to move a load is inadequate for the job. Inspect for twisted, kinked, damaged or worn chain.

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Davits

While not part of the Tackle, the Lifeboat Davits must be inspected and maintained diligently. The Tackle Regulations can be used as a guide. By keeping the Davit certificates and records with the Tackle Book you will have easy access to them. Also include the Lifeboat certificate. One of the certificates you should have is that of the Davit Test, from which is derived the SWL of the Davits. This will also include the mark which was put on the Davits to identify them. Find this mark. Davits and ships tackle should all be treated with respect and maintained in accordance with the manufacturer's instructions. If at all possible davit maintenance should be carried out by the crew rather than a contractor. If your ship has davits for any other small craft, such as a work barge or work boat, these are treated as Tackle and come under the Tackle Regulations. Find the certificates and the drawings and keep them in the Tackle Book. These drawings and sketches will ensure the correct replacement parts are ordered and that the gear is rigged correctly after each dismantling. Ensure the davit brakes work well and that they do not bind or slip. Does the Stop on the davits work? Does it need to be reset to better bring the lifeboat home? Clean and free all grease nipples. Replace as necessary. Compare the grease points to the drawings to ensure all grease points are serviced. When painting the davits take the extra time to tape or Vaseline all grease nipples. This will save much work later.

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Place the boat in the water or on the dock and remove all wire and sheaves from the davit. Ensure you have a rigging diagram or photos so the davits will be re-rigged correctly. (It does happen!). Mark each sheave with its location as the sheave is removed. The falls should be ranged on a surface free of grit, stones, dirt and vegetation. Hose off and sweep the surface where the falls will be ranged. Inspect the falls, sheaves, as per the appropriate instructions. Remove and inspect the span wire. Take the opportunity to remove and replace the man-ropes. The span wire will require lubrication. Inspect all connections on the davits. Inspect the tricing pendants and gripes, including turnbuckles and senhouse slips. Inspect the bowsing tackle including the blocks. Inspect the lifeboat to ensure the connections to the falls and their supports are in good condition and that the releases work as intended.

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This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it.

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Fibre Rope

Inspect the splices, the eyes and the entire length of therope.

Check for external wear and cuts, variations in size andshape of strands, discolouration, and the elasticity or "life" remaining in the rope.

Untwist the strands without kinking or distorting them.The inside of the rope should be bright and clean as when it was new. Check for broken yarns, excessively loose strands and yarns, or an accumulation of powdery dust, which indicates excessive internal wear between strands as the rope is flexed back and forth in use.

If the inside of the rope is dirty, if strands have started

to unlay, or if the rope has lost life and elasticity, do not use it for hoisting.

Check for distortion in hardware. If thimbles are loose

in the eyes, seize the eye to tighten the thimble. Ensure that all splices are in good condition and all tucks are done up.

If you have any doubt about the type of rope or its

condition, don't use it. There is no substitute for safety.

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Hooks and Headache Balls

Make sure that all hoisting hooks, excepting grab and sorting hooks are equipped with safety catches. Inspect all hooks frequently. Look for wear in the saddle of the hook. Look for cracks, severe corrosion and twisting of the hook body. Be especially careful to measure the throat opening. If a hook has been overloaded, or if it is beginning to weaken, the throat will open. If there is any evidence of opening or distortion, destroy the hook. If you discard the hook without destroying it, someone else may attempt to use it. Be especially careful during the inspection to look for cracks in the saddle section and at the neck of the hook. Ensure the headache ball (overhaul weight) is securely attached to either the hook or the rope so that there is no possibility of it sliding up and down on the load line. Note: It may be necessary to weld a small lug or ring on a hook to allow a tag-line to be attached. If this is done it should be welded at the tip of the bill or at the back of the hook. When the welding is completed the hook MUST be removed from service and sent for recertification. Tackle Regulations, Part IV, Cargo Gear, 21(8): All chains......and all rings, hooks, shackles, swivels and pulley blocks shall be inspected by a competent person immediately before each occasion on which they are used in hoisting or lowering, unless they have been inspected within the preceding three months.

Remove the hook and headache ball from the rope. Clean all components completely before inspection. Inspect the entire hook, and its supporting pin. Do not hesitate to open up the headache ball for inspection, especially if it is load-bearing. Ensure any greaseways and grease nipples are clear and free. Replace the grease nipple if necessary. Hang the hook from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked.

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Inspect the pin, and the hook eye for wear and impact damage. If the pin is much smaller than the eye of the hook both will suffer from impact damage which will show as peening of the wear surfaces. Replace one or both if necessary. Measure the cross-section of the pin in at least three places, as well as the opening of the throat, to record wear. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found, where you found it and what, if anything, you did about it. Renew any tags or stamps that identify the hook. Grease it well and re-install. Ensure the cotter pin or other securing mechanism is in good condition.

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Rings and Links

These items, like all other hoisting and rigging fittings, must be forged alloy steel to provide the highest degree of safety. Tackle Regulations, Part IV, Cargo Gear, 21(8): All chains......and all rings, hooks, shackles, swivels and pulley blocks shall be inspected by a competent person immediately before each occasion on which they are used in hoisting or lowering, unless they have been inspected within the preceding three months.

Ensure each ring and link can be matched to a certificate. Clean all components completely before inspection. Measure the items to ensure they have not stretched. Look for lateral distortion (twisting). Look for bending of the pin in the link. If bending is not obvious, roll the pin on a flat surface. Hang the item from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked. Inspect the pin and the link for wear and impact damage which will show as peening of the wear surfaces. Replace one or both if necessary. Measure the cross-section of the pin in at least three places, as well as the opening of the throat, to record wear. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it. Renew any tags or stamps that identify the ring or link. Lubricate as necessary and re-install. Ensure the cotter pin or other securing mechanism is in good condition.

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Shackles

There are two types of shackles commonly used in rigging. They are the anchor (bow type) shackle and chain ("D" type) shackle, both of which are available with screw pins or round pins. Shackles, like most other rigging hardware are sized by the diameter of the steel in the bow section rather than the pin size. They should only be of forged alloy steel. Never replace the shackle pin with a bolt. Bolts are not intended to take the bending that is normally applied to the pin. All pins must be straight and all screw pins must be completely seated. Cotter pins must be used with all round pin shackles. Pack the pin with washers / spacers to centralize the shackle. Tackle Regulations, Part IV, Cargo Gear, 21(8): All chains......and all rings, hooks, shackles, swivels and pulley blocks shall be inspected by a competent person immediately before each occasion on which they are used in hoisting or lowering, unless they have been inspected within the preceding three months.

Ensure each shackle can be matched to a certificate. If a shackle is part of a unit that has been tested as a unit, ensure the shackle is marked to indicate this. Then, if the shackle is used independently, it can still be identified and returned to its unit when needed. Clean all components completely before inspection. Look for bending of the pins. If bending is not obvious, roll the pin on a flat surface. Inspect the pin and the shackle for wear and impact damage which will show as peening of the wear surfaces. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it. Renew any tags or stamps that identify the shackle.

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Lubricate as necessary and re-install. Ensure the cotter pin is in good condition and the pin is well-seated.

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Sheaves

The condition and contour of sheave grooves have a major influence on rope life. The grooves must be smooth and slightly larger than the rope to prevent it from being pinched or jammed in the groove. The more closely the contour of the groove approaches that of the wire rope the greater becomes the area of contact between the two. This minimizes rope distortion, bending fatigue and eases sheave rotation. If the groove diameter is too large, the rope will not be properly supported and will tend to flatten and become distorted. This accelerates bending fatigue in individual wires and can cause premature failures. If the sheave groove is too narrow for the rope the operating tension will draw the rope deeply into the groove, causing it to be pinched and subjecting both the rope and sheave to severe abrasion. This condition can arise if new ropes are installed over old sheaves. One of the fastest ways to ruin a rope is to operate it over small sheaves. The excessive and repeated bending and straightening of the wires leads to premature failure from fatigue. Use the maximum possible diameter of sheave that the equipment will carry. Inadequate lubrication, or a sheave that is too heavy for the load, will cause the rope to slip in the sheave whenever the rope velocity changes. The momentum of the heavy sheave will cause it to continue turning after the rope has stopped. This grinding wheel action causes severe rope abrasion and will wear flat spots in the sheave that further damages the rope. If the sheaves are carrying ropes that can be momentarily unloaded, as in the case of a hoist line, then the sheave must be equipped with cable-keepers that prevent the unloaded rope from leaving the groove. Badly worn sheaves have an adverse effect on rope life and must be examined at regular intervals. Inspect the sheaves carefully for any sign of cracks in the flanges. If the flange breaks off, it will allow the rope to jump free with disastrous results. The groove surfaces on sheaves should be perfectly smooth. Those that have taken the imprint of the outer wires will exert a grinding action on the ropes.

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Each sheave is to be examined for the following: Groove depth, width and contour. Groove smoothness. Broken or chipped flanges. Cracks in hubs, spokes, etc. Signs of rope contact with guards. Sheave bearings and shaft. Out-of-round condition. Alignment with other sheaves. Do not hesitate to remove the sheave and inspect. Remove the pin and its securing mechanism. Remove the bushings / bearing race if you can do so without damage. Look for scoring of the bushing and free rotation of the bearing race. Replace if you think necessary. Clean all components completely before inspection. Inspect the entire sheave, and its supporting pin. Ensure the greaseways and grease nipples are clear and free. Replace the grease nipple if necessary. Hang the sheave from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it. Measure the groove with a groove gauge.

A sheave badly corrugated by the rope's "print", a condition which could seriously damage the wire rope.

A proper fitting sheave groove should support the rope over 135-150 degrees of rope circumference. Observe the groove so that it may be clearly seen whether the contour of the gauge matches the contour of the bottom of the groove.

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Measure the cross-section of the pin in at least three places to record wear. Grease it well and re-install. Ensure the cotter pin or other securing mechanism is in good condition.

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Slings

Slings require special attention because they are almost always subjected to severe wear, abrasion, impact loading, crushing, kinking and overloading. They also merit special attention because seemingly insignificant changes in sling angle drastically affect the loading. Failure to provide blocking or protective pads will permit sharp corners to cut slings. Pulling slings from under loads will result in abrasion and kinking. Dropping loads on slings or running equipment over them will cause crushing. Sudden starts and stops when lifting loads will increase the stresses in them. Improper storage will result in deterioration. Because of the severe service expected of slings, errors in determining load weight, and the effect of sling angle on loading, it is recommended that all safe working loads be based on a factor of safety of at least 5:1. Fibre Rope Slings They should be used only on light loads, and must not be used on objects that have sharp edges capable of cutting the rope. They should not be used where they will be exposed to high temperatures, severe abrasion or acids. Before lifting any load with a fibre sling, be sure to inspect the sling carefully because they deteriorate far more rapidly than wire rope slings and their actual strength is very difficult to estimate. Always have extra fibre rope slings on hand. Do not hesitate to dispose of any questionable fibre rope slings. Cut them up before disposal. Fibre rope slings that have a covering, such as continuous slings, are very difficult to inspect because the rope itself is hidden. If you have any doubts, dispose if it. Most fibre rope slings will not have any SWL attached. Mark the slings with SWL and certificate number for reference. Continuous slings will have a leather tag sewn into the cover. If this is becoming illegible mark it with a marker.

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Inspect the splices, the eyes and the entire length of the sling. Check for external wear and cuts, variations in size and shape of strands, discolouration, and the elasticity or "life" remaining in the rope. Untwist the strands without kinking or distorting them. The inside of the rope should be bright and clean as when it was new. Check for broken yarns, excessively loose strands and yarns, or an accumulation of powdery dust, which indicates excessive internal wear between strands as the rope is flexed back and forth in use. If the inside of the rope is dirty, if strands have started to unlay, or if the rope has lost life and elasticity, do not use it for hoisting. Check for distortion in hardware. If thimbles are loose in the eyes, seize the eye to tighten the thimble. Ensure that all splices are in good condition and all tucks are done up. If you have any doubt about the type of rope or its condition, don't use it. There is no substitute for safety.

Synthetic Web Slings Synthetic webbing slings are available in a number of configurations. They can be cut by repeated use around sharp-cornered objects and they eventually show signs of abrasion when rough-surfaced products are continually hoisted. They will be marked with the manufacturer's name or trademark, code number, type of web material and safeworking load. Before each use check them for: worn eyes or fittings; bent, corroded, or twisted fittings; frayed or torn webbing; cuts and holes, especially along edges; worn or broken stitching; wear from abrasion; and acid, caustic, or heat charring or burns.

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Web slings showing any of these signs should be taken out of service, cut up and destroyed so they can't be used by anyone else.

Chain Slings Chain slings are used where the primary requirements are ruggedness and resistance to abrasion and high temperature. Only one type - alloy steel chain, grade 80 or grade 100, is suitable for rigging and overhead hoisting. Alloy chain possesses excellent ductile properties typical of most rigging hardware. The links actually stretch a little when overloaded. This deformation is a warning sign, cautioning the user that the chain has been overloaded and its capacity reduced. Deformed chains must be removed from service. Chains that are not made of alloy steel don't have good ductile properties. They can fail without warning. For this reason, non-alloy chains are prohibited for overhead hoisting. The disadvantage of chain is that it is only as strong as its weakest link. When wires break in a wire rope sling under load, it doesn't necessarily translate into an accident. But when one link in a chain fails, the load will come down. While regular inspection is essential to all rigging operations, it is especially critical where chain slings are being used. Hose off the deck where you will be working to remove as much grit and abrasive material as possible. You can use Crack Detector to help find cracks Inspect every link, including joining apparatus. Inspect for inner link wear and wear on outside of the link barrels. Manufacturers publish tables of allowable wear for various link sizes. Check for nicks and gouges that may cause stress concentrations and weaken links. Renew any tags or stamps that identify the chain.

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Ensure the hammer-locks move freely and that they are not overly worn. Lubricate them. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it. If you replace a master link, hammer-lock, chain, hook or any other part, ensure the new part is certified and identified. Better yet, send the entire unit to a test facility for recertification. If you find a chain that requires recertification, tag it as such and set it aside. Do not use it until it has been recertified. If you find a chain that requires disposal, chop it up and dispose of it. Do not keep it. If in doubt, dispose of the chain.

Wire Rope Slings Great strength and a minimum of weight are combined with flexibility. Warning occurs before failure by the breaking of outer wires. Reserve strength is provided in that the inner wires are protected by the outer wires and possess sufficient strength to carry the load if a reasonable factor of safety is allowed for the sling. Properly fabricated wire rope slings are the safest type available. They do not wear as rapidly as fibre rope slings and they are not as susceptible to the weakest link ailment of chains. Wire rope slings show, by inspection, their true condition and the appearance of broken wires clearly indicates the extent of fatigue, wear, abrasion and the like. All wire rope slings should be made of improved plow steel and should have independent wire rope cores to reduce the possibility of rope being crushed in service. It is recommended by the Construction Safety Association of Ontario that all eyes in wire rope slings be equipped with thimbles and that the eyes be formed with the Flemish Splice and secured by swaged or pressed mechanical sleeves or fittings.

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The single most important operational check to be made on hoisting and rigging equipment is the rope and rigging inspection. Factors such as abrasion, wear, fatigue, corrosion, improper reeving and kinking are often of greater significance in determining the usable lift of wire rope than are strength factors based on new rope conditions. Every wire rope in general use in the processes shall be inspected by a competent person once at least in every 3 months, except that after any wire in such rope has broken it shall be inspected once at least in every month. All inspections should be the responsibility of, and be performed by, an appointed competent person who makes a complete report of the rope condition. A record of each rope should be kept (include certificate number, date of fitting, size, construction, length and defects found during inspections). Any deterioration, resulting in a suspected loss of original rope strength, should be carefully examined and a determination made as to whether further use of the rope would constitute a safety hazard. This is particularly true if the rope has been stressed, shockloaded, jumped a sheave, run around a sharp bend or otherwise compromised. Only by inspection can it be determined whether or not the rope should be replaced. The inspector must decide: if the rope's condition presents any possibility of failure, and if the rate of deterioration of the rope is such that it will remain in safe condition until the next scheduled inspection. When inspecting the rope give every inch of its length equal care as serious deterioration frequently occurs in localized positions. The estimate of the rope's condition must be made at the section showing the maximum deterioration. If you, as the inspector, consider it necessary to replace a rope - cost is not a factor. Should there be any doubt as to whether or not a rope is fit for use, it should be replaced at once. Never risk danger to life or damage to property by taking a chance.

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When a rope has been condemned, it should be destroyed at once or cut up into short lengths so that it cannot be used for hoisting purposes. Cut off any fittings and dispose of them.

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Spreaders

Spreaders are usually used to support long loads during lifts. They eliminate the hazard of load tipping, sliding or bending as well as the possibility of low sling angles and the tendency of the slings to crush the load. They are normally fabricated to suit a specific application. The capacity of beams with multiple attachments points depends upon the distance between the points. If the distance between the attachment points is doubled, the capacity of the beam is halved.

Quite often these belong to a client. Consequently, before using them, ensure you have the certificate for the spreader and that the spreader itself is marked to identify it. If time permits, contact the client before delivery to ensure he knows what you will expect with regard to certification, and to find out what you will be lifting with the spreader. When the spreader is delivered from the client, inspect it. Remove pins and securing mechanisms. Check for impact damage and wear on pins and eyes. Inspect the beam for damage which may compromise strength, such as bending, indentations from strikes and corrosion. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it. Ensure the cotter pin or other securing mechanism is in good condition.

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Turnbuckles

Turnbuckles can be supplied with eye end fittings, hook end fittings, jaw end fittings, stub end fittings, and any combination of these. Their rated loads depend upon the outside diameter of the threaded portion of the end fitting and on the type of end fitting. We seldom use turnbuckles for hoisting. Despite this they should be inspected frequently for cracks in the end fittings, especially at the neck of the shank, deformed end fittings, deformed and bent rods and bodies, cracks and bends around the internally threaded portion and signs of thread damage.

Completely dismantle turnbuckles for inspection. Thoroughly clean and inspect. Soak turnbuckles in drums of diesel. Store for use, preferably by hanging. This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future. Make notes of what you found; where you found it and what, if anything, you did about it.

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Wire Rope, Drums and Fittings, including Standing RopesSOME EXAMPLES OF TYPICAL ROPE DAMAGE

Tackle Regulations, Part IV, Rope, 22. (1) No rope shall be used in the processes unless: (1-a) it is of suitable quality and free from patent defect; and (1-b) in the case of wire rope, it has been examined and tested by a competent person in the manner set out in Schedule I. (2) Every wire rope in general use in the processes shall be inspected by a competent person once at least in every three months, except that after any wire in such rope has broken it shall be inspected once at least in every month. (3) No wire rope shall be used in the processes if, in any length of eight diameters the total number of visible broken wires exceeds 10 per cent of the total number, or the rope shows signs of excessive wear, corrosion or other defect that, in the opinion of the person who inspects it or of any inspector, renders it unfit for use. The single most important operational check to be made on hoisting and rigging equipment is the rope and rigging inspection. Factors such as abrasion, wear, fatigue, corrosion, improper reeving and kinking are often of greater significance in determining the usable lift of wire rope than are strength factors based on new rope conditions. There are certain points along any given rope which should receive more attention than others, since some areas will usually be subjected to greater internal stresses, or to greater external forces and hazards.

Mechanical damage due to rope movement over sharp edge projection while under load.

Localised wear due to abrasion on supporting structure. Vibration of rope between drum and jib head sheave.

Narrow path of wear resulting in fatigue fractures, caused by working in a grossly oversize groove, or over small support rollers.

Two parallel paths of broken wires indicative of bending through an undersize groove in the sheave.

Severe wear, associated with high tread pressure. Protrusion of fibre main core.

Carefully select the most critical points for close inspection, points where failure would be most likely to occur. The same critical points on each installation should be compared at each succeeding inspection.

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Severe wear in Lang Lay, caused by abrasion or crossover points on multi-layer coiling application.

All wire rope in continuous service should be observed during normal operation and visually as per the regulatory schedule. A complete and thorough inspection of all ropes in use must be made as below and all rope which has been idle for a period of a month or more should be given a thorough inspection before it is put back into service. All inspections should be the responsibility of and be performed by an appointed competent person who makes a complete report of the rope condition. A record of each rope should be kept (include certificate number, date of fitting, size, construction, length and defects found during inspections).

Corrosion of severe degree caused by immersion in chemically treated water.

Typical wire fractures as a result of bending fatigue.

Wire fractures at the strand, or core interface, as distinct from crown fractures, caused by failure of core support.

Strand core protrusion as a result of torsional unbalance created by drop ball or other shock loading application.

Break up of IWRC resulting from high stress application. Note nicking.

Any deterioration, resulting in a suspected loss of original rope strength, should be carefully examined and a determination made as to whether further use of the rope would constitute a safety hazard. This is particularly true if the rope has been stressed, shock-loaded, jumped a sheave, run around a sharp bend or otherwise compromised.

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Typical example of localized wear and deformation created at a previously kinked portion of rope.

Only by inspection can it be determined whether or not the rope should be replaced. The inspector must decide: if the rope's condition presents any possibility of failure, and if the rate of deterioration of the rope is such that it will remain in safe condition until the next scheduled inspection. When inspecting the rope give every inch of its length equal care as serious deterioration frequently occurs in localized positions. The estimate of the rope's condition must be made at the section showing the maximum deterioration.

Multi-strand rope bird-caged due to torsional unbalance. Typical of build up seen at anchorage end of multi-fall crane application.

If you, as the inspector, consider it necessary to replace a rope cost is not a factor. Should there be any doubt as to whether or not a rope is fit for use, it should be replaced at once. Never risk danger to life or damage to property by taking a chance. When a rope has been condemned, it should be destroyed at once or cut up into short lengths so that it cannot be used for hoisting purposes. Cut off any fittings and dispose of them. Under no circumstances should a condemned rope be saved "Just in Case". If it is poor enough to be condemned it is of no further use. Hose off the deck where you will be working to remove as much grit and abrasive material as possible. If possible, completely remove the wire from the drum. If not, run as much of the wire off the drum as possible. Flake the wire over your working area. Be careful not to kink the wire. It may be necessary to use "Frenchmen" to avoid kinks. Modern wire is usually preformed. This, and lubrication, makes it difficult to see broken wires. The easiest way to find broken wires is to wear a pair of heavy-duty gloves and run both hands around and along the entire wire. If there is a broken wire it will usually catch the glove.

Protrusion of IWRC resulting from shock loading.

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Another way to find broken wires.

If you find a broken or damaged wire, clean off an area about 1 metre on either side of the damage. Carefully examine the damage and the surrounding area. At random, select areas of the wire to clean off and carefully inspect. Use these areas to measure the wire diameter. Pay particular attention to areas where the wire rests on sheaves when the crane is not in use as you may find greater wear here. Open the wire to inspect the inside for damage, lubrication, condition of the core etc. (You cannot do this with non-rotating wire).

Diligently clean and inspect all thimbles, sleeves, splices, sockets and end-fittings.

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Measure rope diameter.

Measure rope lay. Renew any tags or stamps that identify the wire. Any damage to the wire may have caused, or have been caused by, damage on the sheaves or drums. If necessary to replace a damaged wire ensure you check the sheaves and drums before reeving the new wire. With the wire off the drum clean and inspect the entire drum including the securing mechanism and any built in grooves (use your groove gauge for this).

Even though both these gauges properly follow groove contours, when used side-by-side they indicate grooves are too close and that the "Drum Pitch" is less than the rope diameter. Two gauges which overlap in this manner reveal that wraps of rope will scrub when spooling on to or off the drum.

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This is also an ideal opportunity to take photos of, or sketch, the drum with no wire on it and the securing mechanism. Some securing mechanisms are difficult to work with or of unusual construction. Photos and sketches will greatly assist in the future. Make notes of what you found; where you found it and what, if anything, you did about it. If you find a broken wire ensure you note when it must be re-examined. When you re-reeve the wire, lubricate it! Watch how the wire spools on the drum. Spooling is the characteristic of a rope which affects how it wraps onto and off a drum. Spooling is affected by the care and skill with which the first layer of wraps is applied on drums with two or more layers. Wraps should be tight. It is important to examine a rope for kinks or other damage when loose or irregular spooling has been observed. If the wire has been spliced on board it must be removed from service and sent to a testing facility for recertification. Under no circumstances should you use hand-spliced wire without a test certificate.

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A Sample Wire Rope Inspection LogWIRE ROPE INSPECTION RECORD SHEETWire: Criteria for Removal: Certificate #: Description:

A) Total Number of Visible Broken Wires > 10% of Total Number B) Excessive Wear, Corrosion or Other Defect

Location on Rope of Measurement, Broken Wire, Wear, etc

Measured Diameter

Broken Wires in Length of 8 Diameters

Rope Wear

Corrosion

Condition of End Fitting

Condition of Hard Eye

Rope Lay Measurement

Comments

.

. . . . . ..

. . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . .Comments:

Signature:

Date:

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Lubricating Wire Rope

Lubricate, lubricate, lubricate. If at all possible, open the wire / equipment to check on state of lubrication, wear, damage, etc. Lubricate before you install it. Lubricate before you store it. Lubricate, lubricate, lubricate.

During manufacture, steel wire ropes are thoroughly lubricated internally and externally with lubricants specially suited to the requirements of wire rope lubrication and protection. When a wire rope bends around a sheave or a drum the individual wires and strands move in relation to each other to adjust themselves to the curvature assumed by the rope. Thus a well lubricated rope permits full and unrestricted movement of the wires and strands with a consequent minimum of fatigue and frictional wear. In addition to providing internal lubrication for free movement of the wires, the lubricant also provides protection against rust and corrosion. Presence of these, if given time, will cause serious deterioration to both steel wires and fibre core. Fibre cores are specially treated during manufacture in the cordage factory to remove excess and undesirable moisture. While still in the fibre state, they are thoroughly impregnated with a specially compounded lubricant which preserves the fibres and keeps them pliable. This treatment also adds further lubrication to the strands during the early part of rope service. The internal pressures set up in a rope while in use tend to force the lubricant from both the core and the rope strands. This has the effect of reducing the quantity of lubricant contained in the rope. Consequently, for maximum rope life, the lubrication applied during manufacture should be supplemented by periodic lubrication during service. Whether stationary or in motion, steel wire ropes must be protected from corrosion, and when in motion must be lubricated to minimize wear between the metal-to-metal (wire-to-wire) surrounding surfaces. During manufacture, a lubricant which will satisfy both these requirements, at least for a time, is built into the strands of wire and into the core. Exposure to the elements, normal rope operation over sheaves and on and off drums will gradually deplete and

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contaminate the lubricant. In some applications, where the ropes continually work through dirt and grit, in-service lubrication may not improve rope life. Most ropes however should be lubricated at intervals depending on the type of service to minimize corrosion and wear and extend rope life. A used rope should be thoroughly cleaned prior to the application of new lubricant. Wire brushes can do an effective job. In some instances, it may be necessary to soften the old lubricant and accumulation of dirt with penetrating oil. A lubricant suited to the conditions under which the rope is operating should then be applied. Several methods are suggested, and the one most suited to the installation and lubricant being used may be chosen. It is better to lubricate lightly and frequently than heavily and infrequently. A suitable rope lubricant should have the following properties: 1. Freedom from acids and alkalis; 2. Sufficient adhesive strength to stay on the rope without throw-off at maximum rope speed; 3. Ability to penetrate between strands and reach the core; 4. Non-solubility under conditions of rope use; 5. Resistance to oxidation; and 6. High film strength is an advantage. When a wire rope is taken out of service for storage and possible future use, it should first be cleaned, and then lubricated. The rope should then be covered and stored in a dry location and protected against mechanical damage. The lubricant in wire rope performs a dual function. One function is the lubrication of strands; the other is to inhibit corrosion which accelerates strand friction and decomposition. Since the first half of the 20th century, wire rope lubrication has been attempted with greases, petroleum, asphalt based materials, or oils. The heavier products such as petroleum, asphalt, or grease usually are applied with solvents or are heated until penetration is thorough. Data generated by research have cast light upon serious shortcomings of these approaches.

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First, heated materials rapidly cool when applied, casting doubt upon their ability to penetrate. Second, solventbased products constantly change viscosity during application, and therefore have possible penetration problems of their own. Oils lack adequate wear and E.P. properties and offer poor corrosion protections unless continually applied. Even then, oils fare poorly under adverse conditions. Recently, high pressure applicators have been developed to specifically address the problems of penetration with high viscosity materials. Asphalt based products, petroleum, and grease products, however, have an even more severe shortcoming in that in any dynamic situation, even if the rope is stationary, simply under tension (supporting dead weight) the compression of strands induced by weight, movement, or stress creates a migration pattern from the center of the rope outward. Temperature alone can increase the rate significantly, but even in warm climates this is only moderated, because migration is a response to characteristics of the viscous nature of materials used. This event starves the center of its lubricant and thus allows fretting (friction between strands) and its accompanying corrosion to occur. Unfortunately, the phenomenon is hidden from the operator because lubricating materials remain on the outside diameter giving the appearance of a well saturated rope. In fact, close inspection, which is also hindered by the opacity of commonly used materials, will show the inner core corroding and wearing at an increasing rate. In severe cases one can see an almost hollow core due to center degeneration. This is a safety hazard and destroys a valuable piece of equipment.

Modern Lubricants These shortcomings point up the characteristics that a modern wire rope lubricant should have. The material should provide anti-wear, extreme pressure and good corrosion protection. This implies a fluid material which can penetrate, rapidly re-heal during use, and allow periodic strand inspection. Since the material is thin, it will have to be periodically replenished during use, and herein lies a key.

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Maintenance Intervals Wire ropes need to be maintained and lubricated like any other piece of equipment. The object is to learn the maintenance time interval which is best determined by the duty cycle. Many drag lines must be lubricated continuously, some guy lines are inspected only once a month, if that often, but this should be a function of environment, amount of use and past experience. Regular lubrication that could require continuous, daily, or weekly re-lube cycles, can, in some cases, increase wire rope life 50% to 150%.

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Repairs and Alterations

Repairs and alterations to lifting gear may be made by the crew, by a CG Base or by a contractor, or by a combination of all three. Whenever repairs or alterations are made, you should: ensure that everyone knows what is wanted; oversee the operations to the fullest extent possible; inspect the final result; proof load the repaired / altered gear, if not done by a test facility; and, make copious notes. (You may also use non-destructive testing if it is available.) During a refit, if your gear is removed and taken to a contractor's establishment for work, you must make frequent visits to ensure the work is being done correctly. This is especially true in a shipyard. Note: It may be necessary to weld a small lug or ring on a hook to allow a tag-line to be attached. If this is done it should be welded at the tip of the bill or at the back of the hook. When the welding is completed the hook MUST be removed from service and sent for normalizing and recertification. If it is necessary to remove material from a piece of gear, such as grinding out the belly of a hook, DON'T. Purchase the appropriate item. This applies even if the gear is not used in hoisting. Take no chances.

Note:

At times there is a tendency among operating personnel to attempt to modify or alter hoisting rigs from the designed standard to suit their own concept of operational need. The placement of various connections on a boom or the size etc of the tackles have been carefully considered by the designer to minimize strains involved and to provide the requisite margin of safety for worst load conditions. A seemingly slight alteration may lessen the safety margin to a dangerous degree. Any departure from the intention of the designer either through alteration of the boom structure or rigging, or unorthodox operation should be avoided.

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Ordering New and Replacement Gear

If you have the opportunity, visit your suppliers and test facilities. It will give you a much better appreciation of the work that you have contracted. Also, you may meet the people responsible for the testing and develop a professional relationship with them. New Material Talk to your supplier(s) to see what is available. Often there are new products which can safely replace your present gear. If you have the time, and a large order, send out requests for quotes to several suppliers. You may find that a distant supplier will offer a better price than a local supplier, even when freight is included. Ensure your order includes all the facts about what you need: Size; Construction; Certification; Delivery date; and, Freight (whether it is FOB supplier or ship). The more information you give the more likely you will receive the correct gear. On your order ensure you have clearly indicated that, Goods shipped to satisfy this order will not be accepted if not accompanied by the required test certificates. When the order arrives, inspect it personally to ensure that it is correct and that the required certificates are attached. A supplier who familiar with the marine industry requirements will know what certification is required and will provide this without complication.

Repairs and Tests Ensure your order includes all the facts about the repairs and/or testing you require, including your certification requirements. On your order, ensure you have clearly indicated that, Repairs made, or tests completed, to satisfy this order will not be accepted if not accompanied by the required test certificates.

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When the order arrives, inspect it personally to ensure that it is correct and the required certificates are included.

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Record Keeping

One of the more frustrating aspects of a Chief Officer's job is trying to find out what has happened to the lifting gear over the years. Much of this information seems to rest with the Engineering department and is ignored by Chief Officers. This approach is wrong and leads to ignorance of the lifting gear. The Chief Officer should maintain a Daily Log for the lifting gear. Problems, solutions, repairs, observations, suggestions should be entered. Anyone in the Chief Officer's position should be able to go back many years and reconstruct the history of the lifting gear. This log does not have to detail the day-to-day minutiae about chain sling cert # 2495. It should, however, detail everything about the Speed Crane, the Hiab, the Davits, the Windlass, the Barge winches and A-frame - all the major lifting gear on board. One of the best ways to maintain records is to photograph as much as possible. With photographs you can be sure that the gear is re-rigged as per the original installation. No one has a perfect memory. A digital camera allows you to quickly record what you have seen and to save it in the appropriate file. Remember to save it to the Tackle File on your computer and to give it an easy-to-recognize name. example: c://mydocuments/tackle/hiab/inspection-june-2002 Not only should the Chief Officer be making notes from his own work he should also incorporate notes from the Engineers' logs, whether through the on-board LAN, transcriptions or photocopies. In this way, all pertinent information is readily available to the Chief Officer. Who, what, when, where and why. The answers to these questions make the Chief Officer's work much easier. "There is never time to do it right, but always time to do it again." A poor creed but something that happens too frequently.

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Certificates

Every piece of equipment used for hoisting must have a Certificate. Without this certificate the gear shall not be used. If there is no certificate the gear must be recertified before being used. Once properly organized, the maintenance of the certification required for hoisting gear by the Tackle Regulations is not hard to keep up.

Index of Lifting Gear & Other Certificates

This index is an example. Using this type of index with 3ring binders and page-protectors allows you to quickly access certificates, make necessary notations, add or delete certificates, and maintain the Tackle Register in an easy-tofollow format. Put an index at the front of each binder for quick reference. It also allows you to add certificates that are not part of the Tackle Register, but for which you need frequent access, such as the davits and the fall-restraint equipment. Ideally, if every ship in the CCG Fleet used the same Index, Chief Officers throughout the Fleet would have faster access to the information required. Book One:A. B. C. D. E. F. G. H. I. Main Crane / Derrick - Part I of Form T-1, T-2 & T-5 Hiab - Part II of Form T-1, T-3 & T-5 Auxiliary Crane 2 Auxiliary Crane 3 Slings, Nippers, Hooks, Chain Slings, etc - Part III of T-1, T-4 & T-5 Lifeboat and Lifeboat Certificates, Lifeboat Davits, Barge, Barge Lifting Gear (including A-Frame), Barge Davits - Part II of T-1, T-2 & T-5 Workboat, Workboat Lifting Gear, Workboat Davits - Part II of T-1, T-2 & T-5 FRC & FRC Lifting Gear - Part II of T-1, T-2 & T-5

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Book 2:J. K. L. M. N. O. P. Q. R. S. T. U. V. W. X. Y. Z. Auxiliary Boat 2 & Lifting Gear - Part II of T-1, T-2 & T-5 Hydrographic Launches & Launch Lifting Gear - Part II of T-1, T-2 & T-5 (Blank) Block & Tackle - Part III of T-1 Chain Stoppers Chain Falls and Come-Alongs - Part II of T-1 Engine Room Lifting Gear - Part III of T-1 & T-4 Anchors & Chains & Windlass Mooring Wires and Mooring Winches - Form T-5 Tow Winch, Wires & Tow Ropes - Form T-5 Fall Restraint Equipment Certificates Liferaft Certificates Fire System Certificates (Blank) Landing Booms & associated gear Helicopter Net Deck Tie-Downs & Deck Plan

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Here is a way that you might want to record derrick blocks.

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Form T-1

This is the Register book of the ship's cargo gear including cargo-handling machinery. It is divided into IV parts.

T-1 / Part I (Ships with Derricks)

Part I deals with the inspection of the derricks and the permanent attachments thereto. On the left-hand pages are the spaces for quadrennial thorough examinations and on the right hand pages are those spaces for annual inspections. The difference between the annual and quadrennial inspections is listed in Part IV of the Tackle Regulations. From this it can be seen that, for the purposes of this part of the Register, the Chief Officer can carry out the annual inspection and sign the register on the right hand pages. Because of the testing involved, the Quadrennial thorough examinations should be signed for by the appropriate competent person. (Schedule C, Tackle Regulations)

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PART I. Annual Inspection and Quadrennial thorough Examination of Derricks and Permanent Attachments (Including Bridle Chains) to the Derricks, Masts and Decks. (See Instruction 2)If all the derrick booms and above named gear are inspected or thoroughly examined on the same date it will be sufficient to enter in column 1 "all derrick booms and above named gear". If not, the parts which have been inspected or thoroughly examined on the date stated must be clearly indicated. QUADRENNIAL THOROUGH EXAMINATION Situation and Number of I certify that on the date to which I have appended my signature, the gear description of gear certificate of shown in column 1 was thoroughly examined by a competent person and inspected or examined, test and no defects affecting its safe working condition were found other than with distinguishing examination those shown in column 4. number or mark (if any) Column 2 Column 1 Date and Signature Date and Signature Speed Crane 15W-0385 and above named gear .JB (A) 3 MS (B) 12 .01 Jun 93 J Blow 08 Jun 97 M Smith REMARKS (To be initialed and dated)

All ok, JB, 01 Jun 93 Bushing replaced in heel of boom, 08 June 01 MS

.

.

.

.

.

The appropriate Competent Person, usually an Inspector, fills out and signs Part I on the left hand pages. . . . . .

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T-1 / Part II

Part II is the record of the Annual thorough inspection of cranes, winches and hoists and accessory gear other than the derricks and permanent attachments. Attached blocks are covered by this section. This part records the annual inspection done by the competent person as shown in Schedule C. If the work is done by the ship's personnel, a separate entry should be made for the winches or crane motors and gears should bear the signature of the Chief Engineer. Other items may bear the signature of the Chief Officer.

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PART II. Annual Thorough Examination of Cranes, Winches, Hoists, and Accessory Gear Other Than Derricks and Permanent Attachments Thereto. (See Instruction 3)Column 1 should show clearly the machines and gear which have been thoroughly examined. If, for example, all the winches with their accessory gear have been thoroughly examined, it will be sufficient to enter "All winches, blocks, shackles and other accessory gear".

This is the left hand pageSituation and Number of I certify that on the date to which I have appended my signature, the machinery and gear shown in description of certificate of column 2 was thoroughly examined by a competent person and no defects affecting its safe machinery and gear test and working condition were found other than those shown in column 4. inspected or examined, examination with distinguishing number or mark (if any) Column 1

Column 2 . . Date & Signature 23 Jun 94 S Snodgras 23 Jun 94 S Snodgras Date & Signature May 14, 1995 S Snodgras May 14, 1995 S Snodgras Date & Signature July 30, 96 A Loblolly July 30, 96 A Loblolly

Liebherr Crane 15 (8.5) NW (A) 1 / 8 (20) Hiab Seacrane Model 3204 NW (A) 2

Annual thorough inspection of cranes, winches and hoists and accessory gear other than the derricks and permanent attachments. Attached Blocks are covered by this section. . . . . .

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PART II. Annual Thorough Examination of Cranes, Winches, Hoists, and Accessory Gear Other Than Derricks and Permanent Attachments Thereto. (See Instruction 3)"Thorough Examination" means a visual examination, supplemented if necessary by other means, such as hammer test, carried out as carefully as the conditions permit in order to arrive at a reliable conclusion as to the safety of the parts examined; if necessary for the purpose, parts of the machinery and gear must be dismantled.

This is the right hand pageI certify that on the date to which I have appended my signature the gear shown in Column 1 was inspected and no defects affecting its safe working condition were found other than those shown in Column 4 Date & Signature Jun 8, 1997 S Snodgrass Jun 8, 1997 S Snodgrass. Date & Signature May 3, 1998 S Snodgras May 3, 1998 S Snodgras Date & Signature July 23 99 A Loblolly July 23 99 A Loblolly Date & Signature June 20, 2000 T Laromeddler June 20, 2000 T Laromeddler Date & Signature July 2, 2001 J Alcock July 2, 2001 J Alcock See individual certificates for remarks on repairs etc. See individual certificates for remarks on repairs etc.. REMARKS (To be initialed and dated) Column 4

Annual thorough inspection of cranes, winches and hoists and accessory gear other than the derricks and permanent attachments.

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T-1 / Part III

Part III is the record of the annual inspection of rings, hooks, shackles and swivels, etc. which are exempted from heat treatment. On modern ships most rings, hooks, shackles and swivels, etc. are so exempted, the conditions of such exemptions being contained in the Tackle Regulations. Officers doing this annual inspection should check each item against the appropriate T.4 test certificate. A T-7 form is not required if ships personnel conduct the annual inspection. If the inspection is contracted out, a T-7 form should be obtained from the contractor showing in detail the gear examined and relating it to the T-4 test certificate.

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PART III. Annual Thorough Examination of Chains Made of Malleable Cast Iron, and Chains, Rings, Hooks, Shackles and Swivels Made of Steel, and of the Following Gear Which is Exempt from Heat Treatment- Pitched Link Chains, Pitched Chains, rings, hooks, shackles and swivels permanently attached to pitched chains, pulley blocks or weighing machines, Hooks and swivels having screw-threaded parts, ball bearings or other case-hardened parts, Bordeaux connections. (See Instructions 5, 6 and 7)This part of the register is provided, as an alternative to the attachment of Form T-7, for the convenience of persons who have the examining done by their own staff.

This is the left hand pageSituation and Number of I certify that on the date to which I have appended my signature, the machinery and gear shown in description of certificate of column 2 was thoroughly examined by a competent person and no defects affecting its safe machinery and gear test and working condition were found other than those shown in column 4. inspected or examined, examination with distinguishing number or mark (if any) Column 1 Column 2 . All Loose Gear . . Date & Signature 23 Jun 94 S Snodgras 23 Jun 94 S Snodgras 23 Jun 94 S Snodgras Date & Signature May 14, 1995 S Snodgras May 23, 1995 I Skating Judge May 14, 1995 S Snodgras Date & Signature July 30, 96 A Loblolly Jun 23,, 96 Jesse James July 30, 96 T Woodpile

All Loose Gear

.

All Loose Gear

.

Officers doing this Annual inspection should check each item against the appropriate T-4 test certificate. Individual Blocks are covered in this Part.

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PART III. Annual Thorough Examination of Chains Made of Malleable Cast Iron, and Chains, Rings, Hooks, Shackles and Swivels Made of Steel, and of the Following Gear Which is Exempt from Heat Treatment- Pitched Link Chains, Pitched Chains, Rings Hooks, shackles and swivels permanently attached to pitched chains, pulley blocks or weighing machines, Hooks and swivels having screw-threaded parts, ball bearings or other case-hardened parts, Bordeaux connections. (See Instructions 5, 6 and 7)"Thorough Examination" means a visual examination, supplemented if necessary by other means, such as hammer test, carried out as carefully as the conditions permit in order to arrive at a reliable conclusion as to the safety of the parts examined; if necessary for the purpose, parts of the machinery and gear must be dismantled.

This is the right hand pageI certify that on the date to which I have appended my signature the gear shown in Column 1 was inspected and no defects affecting its safe working condition were found other than those shown in Column 4 Date & Signature Jun 8, 1997 S Snodgrass Jun 31, 1997 Mate-O-Month Jun 8, 1997 S Snodgrass. Date & Signature May 3, 1998 S Snodgras May 23, 1998 S Omeone May 3, 1998 S Snodgras Date & Signature July 23 99 A Lo

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0004 Fleet Tackle Guide e