west coast wire rope and rigging seattle free sample

For over 60 years, West Coast Wire Rope & Rigging, Inc. (WCWR) has been a leader in serving the logging, construction, marine, and OEM industries with the most extensive full-service rigging fabrication facilities on the West Coast. With four locations strategically placed in three states, we pride ourselves on the value added services we provide, the relationships we build, and the diversity of vendors we represent. WCWR‘s longevity and reputation in the industry is a testament of our commitment to our customers; whether the need is a sling assembly for an overhead lifting application, a hard to find piece of hardware, or a WCWR is ready to find a solution. Learn more: ABOUT US

The sales staff is very helpful, friendly, and will go the extra mile to take care of the customer. No matter what I ask for, they are ready to help. With all of the combined years of service, I am confident that the products and information I get from WCWR will be nothing but the best.

A portion of our work involves performing testing and accident investigation for numerous clients. When we have needed special wire rope fabrication and proof or ultimate break testing, we have decided to call on WCWR as the provider for these operations. Whether we needed to test stainless steel, galvanized, or bright wire rope assemblies, we have willingly put our reputation on the line alongside the professional work provided by WCWR. Their investment in fabrication equipment and their exceptional attention to maintenance and quality control is among the highest in their industry. West Coast delivers on their promises and have always ensured that their technical expertise accompanies each order. Besides delivering quality assemblies, they can be counted on for immediate, quality assistance in solving field problems or unexpected challenges.

Horizon Cable Service, Inc. is seeking a RIGGING HAND in Oklahoma City, OK. We are a 40+ year old company in the Oil & Gas Industry offering competitive pay and a 401K. Health insurance, dental, and vision included. Opportunity for travel/relocation. Want to know more about your future career? Email us today! rsample@horizoncableinc.com.

We are a nationwide company with 17 sales offices located in the United States. We are industrial distributors and fabricators specializing in lifting and rigging products. Currently, we have an immediate opening for a General Manager with strong leadership qualities and organizational skills.

The General Manager ensures that all operations/sales are carried out in a timely, financially sound manner consistent with the Company’s goals and quality standards.

• Provide management oversight to the warehouse staff regarding the tactical operating needs in support of the goal to maximize efficiencies, increase quality and exercise safety procedures.

• Provide direction for the recruitment, selection, orientation, development and retention of a high caliber staff; ensures that well qualified individuals are hired and properly trained to carry out the organization’s mission.

DCL Mooring and Rigging is a growing New Orleans-based company seeking a professional to join our team as Sales Executive in our New Orleans office. This position reports to the Director of Sales and works closely with other Sales Executives. This person will generate sales of DCL’s products and services and close sales opportunities while maintaining favorable and supportive relationships with customer, company and supplier personnel. We are looking for a self-driven, motivated and customer-oriented individual who will be a positive addition to our staff.

The ideal candidate will have impressive communication and organizational skills, be highly energized and a progressive thinker. They must be engaged and diligent in pursuit of their goals. They should excel at the basic skills of multi-tasking, working under pressure and computer proficiency. Superior negotiation skills, a positive track record in customer service, and a history of building customer relations are a must.

We are seeking an individual with technical sales and production experience in the lifting industry to assist our production team, sales professionals, and distributors with their knowledge of sling manufacturing processes, product offerings and industry applications.

You must be familiar with the technical aspects of lifting products, overhead lifting, and the material handling industry. Candidates will have responsibilities within all aspects of production and sales management and will work closely with the VP of Sales & Operations and President of the company to ensure continued growth and prosperity.

Must have at least (5) years’ experience in the lifting and rigging industry. Must be reliable and have used an ERP operating system. Technical aptitude is required. Engineering background preferred. Spanish speaking would be an asset. Must be the example of the company’s essential core values of; Accountability, Teamwork, Commitment, Integrity, Respect, Quality, and Communication.

We are offering a competitive salary with benefits including profit sharing. Relocation packages are available for the right Candidate. If interested, please e-mail your resume to; jocilyn.waycott@stren-flex.com.

Certified Slings & Supply has a warm winter waiting for you. We offer great benefits, growth opportunities, and we are always looking for great team members. Apply at www.certifiedslings.com/careers or send resume to HR@certifiedslings.com. Equal Opportunity Employer/VET/Disability.

Rigging Shop Assistant Manager; Required Rigging Fabrication/Sales Experience. We also provide rigging and safety training and inspections. Benefits include paid health insurance and the possibility to take over the business. Send inquiries to trshiring@gmail.com.

Growing chain and wire rope industrial supplier and rigging shop in Worcester, MA is seeking a Technical Sales Manager/Product Specialist to help run a company that has been in business for 100 years and that has many opportunities to grow. Candidates are primarily responsibilities for taking the lead on high level, technical sales quotes and must be familiar with the technical and engineering aspects of the chain & wire rope industry, overhead lifting, and material handling solutions market.

Candidates will also be responsible for growing revenue, developing new and key accounts, and overseeing two outside sales reps. Position also responsible for streamlining internal operations. Must have a BS/BA and be reliable, honest, a team player, and have knowledge of the wire rope industry. Technical aptitude is required. Engineering background preferred.

A 34 year-old successful Western USA Wire Rope Distributor is looking for a General Manager to manage the various departments of the company. Many benefits include paid Health Insurance and a retirement plan. Please email resume as well as salary requirements to: job2017@uymail.com.

Experience in industrial sales including, but not limited to, oilfield, mining and mineral processing, heavy lifting, construction and material handling is a plus. Salary and commission commensurate with experience and educational background.

Located in Mexico City or Queretaro the position requires 50% travel and a valid driver’s license. Travel to US required for training, sales meetings and trade shows. English language proficiency both written and spoken. Basic computer skills should include Word and Excel.

Pewag is a 500+ year old chain and lifting components manufacturing company dedicated to our customers’ success and the development of our personnel at all levels. Joining our team means a future with worldwide growth opportunities.

At Fiber-Line, we understand that our greatest asset is our people. Our mission is “treat others the way you want to be treated”. We offer competitive compensation, comprehensive benefits and opportunities for professional growth and development. If you are interested in joining a growing company and enjoy solving complex challenges, consider joining our team!

We are seeking an individual who is a creative self-starter with strong problem-solving ability and initiative who will provide technical expertise to help spearhead the company’s growing initiative to produce high performance, synthetic fiber ropes. This individual will also serve as a focal point for product design, production, testing, and technical sales support for rope products in accordance with the company’s market diversification and growth ambitions.

4. Commission new and oversee maintenance of existing applicable equipment SOPs and work in conjunction with the Training department to ensure proper training of applicable personnel.

If you have a B.S. in Mechanical Engineering or a related field and a minimum of five years industrial experience in wire and/or synthetic fiber rope design, please send resume and cover letter to: tderugeriis@fiber-line.com for consideration.

From our current headquarters in Saco, ME and Salisbury, NC, Yale employees unite around a common passion for solving problems by constantly pushing the boundaries of cordage technology. Yale is a company with passion, where quality is part of the culture and integrity drives our sales. If you’re a sharp and enthusiastic sales professional who thrives on solving problems and has a gift for building genuine relationships, we’d love to meet with you… and if you’re already a rope aficionado, even better. Visit our website, yalecordage.com for a complete list of openings and job descriptions.

Position Description: Performs sales function for new and existing accounts aimed at Industrial applications, including crane services and/or construction for wire rope and hardware. Also, delivers high quality and efficient customer service by utilizing knowledge of company products and programs.

Established and growing company in the lifting product industry located in Southern California is seeking an inside sales representative to play a key role in growing our new product line that has positioned us for tremendous growth opportunities. Industry experience preferred. Email craig@usrigging.com.

We are seeking Inside Sales Representatives for the Memphis, TN area. We offer a competitive base salary and commission program. Our excellent benefits package includes medical, dental, life, disability, paid vacation, & 401K. Please visit company website: www.houwire.com .

College degree preferred - Industry knowledge a must. Send resume in confidence to: marketing@southernwire.com or Fax# 662-893-4732. *No calls please*.

Muncy Industries, LLC, has been providing quality wire rope fittings, lifting hardware, and machines for over 60 years. Originally based out of Pennsylvania, we have recently opened a second location in Lafayette, Louisiana. Muncy Industries is seeking an individual with experience in the wire rope industry to help lead the sales team in our Louisiana location.

We offer competitive wages alongside an excellent benefits package including 100% medical, life, disability, and 401K. Contact us via e-mail: pwhite@muncyindustries.com or fax: 570-649-5850.

Marine industrial rigging shop looking for CDL driver and rigger experienced only must be willing to work in labor intense environment. Mechanically inclined. Contact John at 508-993-0070.

90+ year family owned business is looking for an experienced inside Wire Rope representative, to replace retiring veteran salesman. Candidates must be reliable, honest, strong work ethic, and demonstrate good communication skills. Our company provides excellent compensation and benefits to our team members, including Paid vacation, holiday, and sick leave, 401K Retirement plan with matching, excellent insurance benefits - Medical, Dental, Vision, RX, Short Term Disability, Life Insurance. M-F. office hours. Drug free workplace.

Please reply to: Attention: Cherise, Rasmussen Wire Rope and Rigging Co. Inc. 415 south Cloverdale Street, P.O. Box 81206 Seattle, WA 98108, Phone: 206-762-3700, Fax: 206-762-5003, e-mail: Cherisem@rasmussenco.com.

Texas Wire Rope Company expanding inside sales department. Individuals must have a strong technical, mechanical and basic mathematical aptitude, including basic computer knowledge. Selected candidates must be quality conscious and able to handle multiple tasks. Previous experience in the industrial supply market is necessary. We offer a drug-free, results-oriented work environment with excellent wages and advancement opportunities. Resumes received confidentially at wremployment@gmail.com.

Looking for sales professional. Comprehensive understanding of wire rope, chain, nylon, and fall protection preferred. Sales experience required. Competitive salary plus commission. Benefit package included. E-mail resumes to rpotter@horizoncableinc.com.

Established wire rope distributor in North America is expanding into crane/container rope and fabrication. We are looking for an experienced individual that can assist in formulating a marketing and business plan. This position will eventually evolve to a sales manager or general manager. Fax your resume in strict confidence to 330-452-2331 attention Kris Lee or e-mail to klee@afdindustries.com.

Philadelphia, PA Wire Rope & Fabrication shop has inside customer sales/service position. Experience in rigging or crane industries a plus. Contact us via e-mail: hjs_ess@hotmail.com or fax: 610-687-0912.

For more than 60 years, West Coast Wire Rope & Rigging, Inc. (WCWR) has been a go-to supplier for the CONSTRUCTION, LOGGING, AGRICULTURAL, MARINE, INDUSTRIAL, PETROLEUM, and OEM market sectors on the West Coast and beyond.Boasting an unmatched Solutions Network of industry manufacturers and vendors and full-service fabrication facilities in (4) key west coast cities, WCWR is up for even the toughest of challenges.WCWR"s tenured position as a premier rigging fabricator and distributor is testament to value placed on the time-tested relationships, built through a generational commitment to the pursuit of excellence.

Rasmussen Equipment Company is a supplier of new, used and reconditioned equipment servicing the general construction, civil engineering, marine construction, maritime, and fishing industries as well as an extensive parts department.

Rasmussen Wire Rope & Rigging Supply (Seattle, WA) provides a broad range of wire rope and rigging hardware, chain, marine supplies, anchors, buoys, and marine fenders complete with an on-site wire rope fabrication facility and certified proof testing available.

If you"re looking for line with near zero stretch, then our selection of Dyneema, Spectra, and Vectran lines are for you! These high tech lines have near zero stretch and perfect for performance applications such as travelers or as part on a control set up. These lines are uncovered and more likely to wear, but do feature UV coating to protect from sun damage.

Dynema® and Spectra® are made from UHMWPE (Ultra High Molecular Weight PolyEthylene), a long chain, high strength, oriented strand, synthetic fiber with very high strength and high abrasion resistance. This fiber is also known as HMPE (High Modulus PolyEthylene). Dynema® is the Dutch company DSM Dyneema"s brand of UHMWPE, used by Samson in their Amsteel and Amsteel-Blue dyneema lines. Honeywell International produces a similar UHMWPE fiber, marketed as Spectra®. Both Dyneema (Dynema) and Spectra offer nearly identical characteristics are can be used interchangeably in sailing applications, depending on where you source your line.

Made from a LCP (liquid crystal polymer) fiber, Vectran exhibits high strength, excellent creep and abrasion resistance, excellent flex/fold and chemical resistance, and outstanding heat and cut resistance. Vectran is an alternative to Dyneema or Spectra and less stretch and creep. Many think Vectran is the ultimate fiber, though it does not have quite the fatigue life or UV resistance of Dyneema or Spectra. Also it is a little heavier and will not float.

Dyneema, Spectra, and Vectran lines are recommend for use in applications where low to zero stretch is the core requirement. It"s common to see these lines used as halyards, in sail control line systems, as travelers, or even as replacements for wire rigging in some performance applications. Since most low stretch Dyneema, Spectra, and Vectran lines are a single-braid without a cover, they are not recommended for applications where the line needs to be cleated and uncleated often. In those use cases you"ll want to consider a line with a cover, such as a high performance dyneema or spectra core line with a heavy duty polyester cover.

If you are replacing an existing line, the easiest way to determine what diameter you need is to match what you already have. This can be done with a caliper or by close estimation with a tape measure. If you"ve previously used a 7mm sheet and it has performed well, another 7mm line is likely a great choice. In most applications, there is some flexibility in the exact diameter that can be used. Most blocks, for example, have an "ideal" diameter (ie, the line diameter that runs most effectively though the block"s sheave) but also have a range so that you can run a slightly thinner or slightly thicker line. If you have a sheet that is getting hung up in your rig, stepping down 1-2mm might help the sheet run more efficiently. If you have a larger boat or rig and want to run a thinner sheet, consider a double braid line that features a Dyneema or spectra core for strength.

Two terms you will often see in line descriptions are "double braid" and "single braid", which refer to the way the line is constructed. At the most basic level, a double braid line has a cover and a core whereas a single braid does not, but there are other important distinctions to consider when making a line selection.

Single Braids are made up of either 8 or 12 strands that are braided into a circular pattern, half clockwise and half counter clockwise. This produces a line that is supple, absorbs twists, and tends not to kink. There are two types of single braid lines: performance single braids and polyester/blended single braids. Performance single braids are made from fibers with very low stretch and designed to handle extreme loads - think Dyneema, Spectra, or Vectran. Polyester/blended single braids, sometimes called hollow braid, are soft and easy to grip, built for sheets and hand-adjusted control lines. These are less common than performance single braid lines but recommended in a few specific applications.

Double Braids, sometimes called braid on braid, have a braided core within a braided outer jacket or cover. This creates a strong, durable, smooth-running line that is easy to handle. Double braids are used for the vast majority of all running rigging on sailboats including sheets, halyards and control lines for both cruising or racing. There are two types to consider: polyester double braids and high-tech double braids. Polyester double braids, found most commonly on recreational and cruising sailboats, have a polyester cover with polyester core. These are low maintenance, affordable, and long-lasting, while offering relatively low stretch and high working loads. For additional strength and minimal stretch, consider high-tech double braids. These lines typically feature a Dyneema or Spectra core (non-stretch) inside a polyester or polyester/dyneema blend cover for additional durability. They are more expensive but often the go to choice for high performance racing boats.

3-1. INTRODUCTION. This chapter covers various types of ship"s gear and discusses its safe operation. Terminal operations personnel must know the proper terms and concepts in order to understand this chapter.

3-2. CHAINS, HOOKS, AND SHACKLES. Information on chains, hooks, and shackles is as follows:a. Chains. Chains are used in cargo-handling operations for slinging loads and lashing cargo and as part of the ship"s rigging.(1) Chains are made up of a series of metal links formed into oval shapes and connected through each other. The chain size refers to the diameter of the metal link. Chains will stretch due to overloading and the individual links will bend slightly. Bent links are a warning that the chain has been overload. Overloading could cause the chain to fail. If a chain is equipped with the proper book, the hook should start to fail first, indicating that the chain is overloaded.

(2) Chains are much more resistant to abrasion and corrosion than wire rope; therefore, chains are used where this type of deterioration is a problem. For example, chains are used for anchor gear in marine work where the chains must withstand the corrosive effects of seawater. They are also used as slings to lift heavy objects with sharp edges which would cut wire. A number of grades and types of chains are available.

b. Hooks. There are various types of hooks. The types are as follows:(1) Cargo hooks. Chains, fiber rope, or wire rope can be tied directly to the load. However, for speed and convenience it is much better to fasten a hook to the lifting line. Cargo hooks are shackled to the cargo runners for lifting and lowering drafts of cargo. The hooks most frequently used in cargo-handling operations are the new york cargo hook, the liverpool hook, and the seattle hook. Figure 3-1 shows these three types of hooks.(a) The new york cargo hook is a dropforged steel, natural-colored hook, fitted with a jaw-and-eye swivel.

(b) The liverpool hook is a dropforged, natural-colored steel hook, fitted with a double-eye swivel. This hook is included in the general-hatch set and has a safe working load of 11, 200 pounds.

(c) The seattle cargo hook is a dropforged steel, natural-colored hook, fitted with one jaw-and-eye swivel, two double-eye swivels, and a ring. It may also have a double-eye swivel in lieu of the jaw-and-eye swivel. This hook is included in the general-hatch cargo set and has a safe working load of 11,200 pounds.

(2) Sling hooks. Hooks can be used in conjunction with slings in many different ways. They can be shackled, moused or spliced into an eye, placed on the sling before the eyes have been spliced to permit the hook to slide, or used with chain slings. Four general types of hooks available for slings are the slip hook, grab hook, box hook, and the chime or drum hook. (See Figure 3-2).(a) Slip hooks are made so that the inside curve of the hook is an arc of a circle. Cargo handlers may use slip hooks with wire rope, chains, and fiber rope. Chain links can slip through a slip hook so the loop formed in the chain will tighten under a load.

(c) Box hooks are heavy steel hooks with a studded steel plate on one end and an opening on the other end through which a sling can pass. Cargo handlers should use box hooks in pairs by attaching them to the sling in such a way that the studded plates are facing each other. When the hooks are positioned on a case or a box and the ends of the sling are placed on the cargo hook, the sling draws the studded plates tightly against the case as it is lifted. Box hooks are designed to lift heavy cases high enough to permit easy slinging. Cargo handlers should never use box hooks on fragile cases.

(d) Chime or drum hooks are forged steel flat hooks with an opening in one end through which a sling may pass. The hooks are used in pairs and placed on the sling so that they face each other. The hook end is designed so that it fits the chimes of barrels or drums. Cargo handlers usually attach the hooks to endless chain slings. Several slings are then shackled into a spreader to form a bridle which will accommodate several drums at one time.

c. Shackles. Anchor, antitoppling, and chain shackles are the principal types of shackles. Round, screw, and safety pins are the principal types of shackles pin (Figure 3-3). When using shackles, personnel should-Make sure pins are straight.

Make sure widths between the eyes are not greater than they were originally. Excessive widths indicate that the shackle had been strained and should not be used.

d. Safety and Inspection. There are safety and inspection procedures for chains and hooks. These procedures are as follows:(1) Responsible personnel should inspect chains, including the hooks, at least once a month. Chains that are used for heavy and continuous loading require more frequent inspections. Personnel must pay particular attention to the small radius fillets at the neck of hooks for any deviation from the original inner arc. Each link and hook must be examined for small dents, cracks, sharp nicks or cuts, worn surfaces, and distortions. Those that show any of these weaknesses must be replaced.

(2) When hoisting heavy metal objects using chains for slings, insert padding around the sharp corners of the load to protect the chain links from being cut. The padding may be either planks or heavy fabric. Do not let chains twist or kink when under strain or connect them with bolts or wire; such connections weaken the chain and limit its safe working capacity. Cut worn or damaged links from the chain and replace them with a cold shut link. The cold shut link must be closed and welded to equal the strength of the other links. Small chain links can be cut with a bolt cutter. Large chain links must be cut with a hacksaw or oxyacetylene torch. Inspect chains frequently. Apply a light coat of lubricant to prevent rusting and store chains in a dry and well-ventilated place.

(3) Hooks usually fail by straightening. Any deviation from the original inner arc indicated that the hook has been overloaded. Since evidence of overloading the hook is easily detected, it is customary to use a hook weaker than the chain to which it is attached. With this system, distortion of the hook will occur before the chain is overloaded. Severely distorted, cracked, or badly worn hooks are dangerous and should be discarded.

(4) Sling hooks should always be "moused" as a safety measure to prevent slings or ropes from slipping off. Mousing, the binding of hemp or wire across the opening of a hook to prevent it clearing itself, also helps prevent straightening of the hook but does not strengthen it materially. To mouse a hook (Figure 3-4) after the sling is on the hook, wrap wire or heavy twine eight or ten turns around the two sides of the hook. Complete the process by winding several turns of the wire or twine around the sides of the mousing and tying the ends securely.

3-3. RIGGINGS AND DECK FITTINGS. There are two types of riggings: standing and running. Information on both riggings and deck fittings is as follows:a. Standing Rigging. Standing rigging includes permanent and semipermanent structures and gear (Figure 3-5).(1) The principal function of masts is to support cargo booms. Masts also support signal lights, antennas, and crow"s nests. On most modern ships, each mast is fitted with a crosstree to which the topping lift blocks are secured, and a mast house, which supports the heel of the boom.

(3) Shrouds provide athwartship support for the mast or king posts. Two or more shrouds are used on either side of a mast or king post and are secured to the deck or bulwark in a fore and aft direction to provide maximum support.

Figure 3-5. Standing rigging(4) Stays and backstays are heavy wire ropes similar to shrouds, found at the mast where the jumbo boom is located. When they support the mast or king posts from a forward direction, they are called stays; when they support from an aft direction, they are called backstays. Additional stays and backstays may have to be rigged when unusually heavy lifts are being loaded and discharged.

(5) Turnbuckles are internally threaded collars turning on two screws threaded in opposite directions. Turnbuckles are used to take up slack in the shrouds and stays.

b. Running Rigging. Running rigging (Figure 3-6) includes the moving parts of the ship"s gear.(1) A cargo boom is a spar extending from a mast or a king post. It is used as a derrick arm to handle cargo. Booms are sometimes referred to as derricks.

(2) The cargo hoisting wire rope or line reeved through the boom blocks and used for working cargo is the cargo runner. The runner is also called the cargo fall or whip.

Figure 3-6. Running rigging(3) The tackle that raises and lowers the boom is the topping lift. Single and multiple topping lifts are used aboard ships.(a). The single topping lift is a single wire rope 1 1/4 inches or larger running through a single-sheave topping-lift block at the crosstree on the mast or at the top of the king post. One end of the lift is shackled to the head of the boom and the other end to the bail.

(b) The multiple topping lift is a single wire rope reeved through a block at the head of the boom and a block at the masthead and made fast on the topping-lift cleat. The size of the wire depends on the safe working load of the boom, but 5/8- to 7/8-inch wire rope is usually used.

(4) The lines or tackle used to steady or swing booms are usually known as guys. When led to a source of power, however, guys are called vangs. Guys may be outboard, inboard, or amidship. An amidships is sometimes called the lay guy or the schooner guy.(a) Outboard guys are made fast to the outboard side of the head of the booms and to fittings on the deck or bulwark. These guys are often referred to as the working guys because they are under greatest stress. The stress on the guys occurs when the load is being transferred athwartship or when it is being supported anywhere between the two boom heads.

(b) Inboard guys are made fast to the inboard side of the head of the booms and to fittings on the deck or bulwark. Since the load on the cargo hook is always between the heads of the two booms or directly under one of them, there is little or no stress on inboard guys.

(c) Amidship guys serve the same purpose as inboard guys -- they hold the booms together. They have the advantage of being up and out of the way when both booms are being worked together. Amidship guys consist of a light tackle between the heads of the two booms. The hauling part of the tackle is usually led through a lead block on the mast or king post and made fast to a cleat.

(5) The preventer is a wire rope used in addition to the guys to reinforce against additional strain. The preventer is usually made of 5/8- or 3/4-inch wire rope.

(6) The bail plate (topping lift) is a triangular steel plate with a hole in each corner to which are attached to the topping-lift wire, the bull chain, and the bull rope on a single topping lift.

(13) The guy pendant is a short wire rope with a thimble or socket on each end. Guy pendants are used to attach the guy tackle to the head of the boom and to the deck or bulwark.

(15) Topping-lift blocks are blocks at the head of the boom, the crosstree on the mast, or the top of the king posts through which the topping-lift wire is reeved.

(16) A fairlead is a block, ring, or strip of plank with holds, serving as a guide for the running rigging or any rope to keep it from chafing and as a direct line to a source of power.

(18) The stopper chain is a piece of close-link chain about six feet long composed of links 1/4 to 1/2 inch in diameter. It is used to stop off the multitopping-lift wire when transferring the wire from the cleat to the winch and vice versa.

c. Deck Fittings. Deck Fittings (Figure 3-7) include the devices used to secure standard and running rigging.(1) Bitts are used on ship for securing mooring or towing lines.

(4) Pad eyes are fixtures attached to a deck or bulkhead, having an integral baseplate and an eye to which lines or tackle may be fastened for securing or hauling cargo.

(5) Cleat and pad eyes are often attached to the bulwark. The bulwark consists of a raised plating along each side of the vessel above the weather deck. The plating is covered by a bulwark rail, which serves as a stiffener for the upper edge of the plating.

3-4. TYPES OF WINCHES. Winch operations use winches during cargo-handling operations to lift, lower, or move cargo. Winches are classified according to their source of power: electric or hydraulic.a. Electric Winches. An electric winch has a steel base on which the winch drum, motor, gears, shafts, and brakes are mounted. The drum is usually smooth with flanged ends and revolves on a horizontal axis. The drum is driven through single or double reduction gears by an electric motor (usually direct current). A solenoid brake and a mechanical brake are fitted to the motor shaft. The winch may be located on deck or on a deckhouse, and the cargo runner is wound on the drum.

b. Hydraulic Winches. The hydraulic winch has the advantage of smoother operation due to less jerky starts and stops and none of the overheating worries encountered in electric winch operations.(1) Similar to the electric winch, hydraulic winch control handles are located on pedestals near the square of the hatch. From this position, operators can control the rotation and speed of cargo.

(2) The drive equipment of the hydraulic winch consists of an electric motor driving a variable displacement pump and a hydraulic motor that, through reduction gears, drives the shaft of the winch.

3-5. WINCH OPERATION. The winch operation procedures are as follows:a. Present cargo-handling methods require two winches for discharging or loading cargo. The winches or winch controls may be located in such a way that one winch operator can operate both, or the location may require two winch operators.(1) The winch controls consist of a master controller or switchbox located on a pedestal near the end of the hatch square and a group of relays, contactors, switches, and resistors located near the winch motor.

(3) The size of the winch motor depends on the maximum load to be handled on the booms and rigging. Heavier loads normally require changes in rigging and slower speeds. Although boom capacity may range from 5 to 60 tons, a 50-horsepower motor is commonly used on all winches. Since most lifts are 1 to 5 tons, the winches and the rigging are designed to handle these loads at the highest speed practicable. Because the winch motor is a series motor, increasing torque will reduce the speed for heavier loads up to the maximum load for the rigging arrangement.

(4) Most winches are equipped with a solenoid brake on the motor shaft. The brake is set by heavy springs and released by energizing the solenoid coil. When the master controller is moved through the various speed positions to the OFF position, relays are so arranged that dynamic braking occurs for short intervals and then, when the solenoid coil is de-energized, total braking occurs. At least once during every lowering operation, a load going downward at full speed must be retarded and brought to a halt, either when it reaches the deck or when held in the air. Although the speed could be retarded by the friction brake, the frequent wear and tear would require the excessive replacement of brake lining and could necessitate an oversize brake. Dynamic braking on the other hand slows down speed without causing wear on the brake lining and requires the magnetic brake only for final slowing or stopping of the load. For emergency use, a foot-operated brake or other mechanical brake is usually included.

(5) The operation of an electric winch is simple. The speed is determined by the position of the control handle, the amount of runner on the drum, the weight of the load, and the line voltage. In case of an overload, the circuit breaker turns off the electricity, but when the control handle is returned to the OFF position, power is immediately turned on again.

(6) Running an electric winch at slow speed over a long period of time causes the resistors to overheat and eventually burn out. By running the winches at a faster rate, the winch operator can avert such breakdowns.

Avoid swinging the draft. Swinging can be prevented in the hold or on the pier by plumbing the draft directly under the head of the boom before hoisting. Swinging in midair can be controlled by waiting until the draft is at the highest point of its outboard swing and then slacking the cargo runner on the hatch winch quickly so that the draft is directly under the head of the boom (Figure 3-8). Tag lines are used on long or oversize drafts for additional control.

b. Winch operators must also follow safe operating procedures. These procedures are an important part of winch operation. Operators must-Avoid rapid starts and stops or sudden stresses. Sudden starts or stops may break a cargo runner, part guys or topping lifts, or carry away a block.

Keep the heads of the two booms as close together and as high as possible to reduce the tension on the falls and the guys. This procedure is effective at any given height in the junction of married falls.

Ensure slings are as short as the draft permits. Slings that are too long permit excessive swinging of a draft resulting in a fiddlestring or tightline pull. This in turn causes excessive strain on the cargo falls and guys as the two winches pull against each other; it also causes a torque or twisting effect on the boom. If the fiddlestring pull is unavoidable because of the type of cargo being handled, a single swinging boom rigging should be considered.

3-6. SIGNALS USED IN WINCH OPERATIONS. The winch operator cannot see the draft at all times; therefore, he must depend on the signalman for instruction. The safety and smoothness of the operation depend on the judgment of the signalman and the skill of the winch operator to respond; a team effort is essential.a. Every member of the hatch section must be familiar with the signals used in cargo handling. Each signalman must know the safe methods of slinging cargo and must satisfy himself that the draft is slung properly before giving the winch operator a signal to move it. The signalman must learn to judge the few seconds that elapse between the time the signal is given and the actual stopping of the winch. If allowance is not made for this, accidents may results.

b. The signalman and the winch operator must clearly understand the signals in order to prevent accidents, confusion, and damage to the cargo or the cargo gear. The signalman must place himself in such a position that he can see the draft at all times and ensure that his signals can be clearly seen by the winch operator. Both the signalman and winch operator should continually observe the rigging, paying particular attention to slack guys, chaffing runners, loose pins in shackles, strained hooks, and any condition of slings and bridle which could be unsafe.

c. To signal for two winches, both hands are used. There must be a clear understanding between the winch operator and the signalman concerning which hand controls each winch. Figure 3-9 shows the standard hand signals for winch operations.

3-7. RIGGING STANDARD CARGO BOOMS. Before a ship may be worked, the booms must be topped (raised), guyed, and properly spotted. Each man in the hatch section should understand the procedures for topping, spotting, and lowering the booms.a. Most of the newer cargo ships are equipped with separate topping-lift winches. Booms can be topped or lowered simply by operating the topping-lift winch. When topping and lowering booms, the hatch foreman must-Ensure that the deck is well policed before rigging begins.

b. When using cargo booms, operators will-Inspect booms before starting work. Before applying power to a guy, be sure that the gooseneck is free to turn by heaving on the guy by hand.

Instruct military cargo handlers to take sufficient turns on a cleat or cathead while the boom is high to ensure having control of it when it reaches a low position.

3-8. TOPPING BOOMS. The procedures for topping booms are as follows:a. Multiple-Topping Lift (Booms in Cradles). The procedure for topping booms with multiple-topping lifts when the booms are in cradles is as follows:(1) When topping booms with multiple-topping lifts, the hatch foreman will assign men to winches, guys, runners, topping-lift wire, and cathead. He will also assign one person to overhaul the runner as the boom is topped and assign persons to the outboard and inboard guy.

(2) The hatch gang will lay out guys to proper fittings and lay topping-lift wire along the deck or over the rail. The hatch gang will then place the hauling part of topping-lift wire in a wire rope snatch block and take five turns with topping-lift wire around the cathead in the direction opposite the cargo runner (underneath the cathead). Persons are assigned to clear the topping-lift wire and attend the cathead.

(3) The winch operator will raise the boom to the desired height by putting the control lever of the winch in position for lowering and take in the hauling end of the topping-lift wire which is wound around the cathead.

(4) To secure the topping-lift, the hatch gang will apply the stopper chain using the following procedure:(a) With the stopper chain secured to a pad eye on deck, pass the running end of the chain around the topping-lift wire, making sure that at the completion of the turn, the running end of the chain passes under the standing end of the chain (Figure 3-10, 1).

(b) Run the running end of the stopper chain around the topping-lift wire again, making sure that this turn passes over the first turn (Figure 3-10, 2). The chain"s running end should again go under the standing end at completion of the turn. This completes a double half hitch, rolling hitch, or stopper hitch (Figure 3-10, 3). Holding the stopper hitch tightly in place, take two half hitches above the stopper hitch.

(c) Wind the remainder of the chain around the topping-lift wire so as to bind the half hitches. Have one man hold the chain in this position (Figure 3-10, 4).

Figure 3-10. Steps in applying stopper chain(d) With the turns still on the cathead, slack off the topping-lift wire slowly until the weight of the topping-lift is transferred from the cathead to the stopper chain.

(e) When the chain has the weight of the topping-lift, remove the turns from the cathead and secure the topping-lift wire to the topping-lift cleat by taking three round turns on the cleats followed by three figure eights.

(f) Tie or mouse the figure eights with a piece of rope yarn or wire. The remainder of the topping-lift wire can be coiled loosely around the cleat to keep it off the deck and out of the way.

b. Single Topping Lift (Booms in Cradles). The procedure for topping booms with a single-topping lift when the booms are in cradles is identical to that for multiple-topping lifts with two exceptions:(1) On vessels rigged with single-topping lifts, the catheads are equipped with a fitting to which the bull rope can be made fast. When this fitting is available, the bull rope is secured to it instead of five turns being taken around the cathead.

(c) Remove the bull line from the cathead and coil it around the cleat. It is only necessary to get the bull line off the deck and out of the way since it does not support the topping lift unless the boom is being topped or lowered.

3-9. LOWERING BOOMS. Multiple-topping lifts, single-topping lifts, and guying booms are all used in lowering booms. The procedures for each are listed below.a. Multiple-Topping Lifts. The procedures for lowering booms with a multiple-topping lift are as follows:(1) When lowering booms with a multiple-topping lift, the hatch foreman will assign persons to winches, guys, runners, topping lift, wire, cathead, and stopper chain.

(2) A member of the hatch gang will apply the stopper chain and transfer the wire from the cleat to the cathead, taking five turns in the same direction as the cargo runner (over the cathead).

(3) The hatch gang will remove all the topping-lift wire from the topping-lift cleat, except the three round turns, and carefully surge the topping-lift wire until the stopper chain supports the weight of the boom.

(4) The winch operator takes up on the winch until the strain is transferred from the stopper chain to the cathead. The hatch gang member removes the stopper chain, and the winch operator lowers the boom using the winch.(a) While the booms are being lowered, men assigned to tend guys take in on the guy tackles and those assigned to tend the runner overhaul it to prevent turns from piling upon the winch.

(b) The ship"s master may direct that booms be lowered into cradles and secured upon completion of the operation, or that they be secured in any other manner he mandates.

(5) When booms are down, responsible personnel will secure all gear as follows:Rewind runners smoothly on the drum of the winch and secure the cargo hook to a ring or a pad eye with a slight strain.

b. Single-Topping Lift. The procedure for lowering booms with a single-topping lift is identical to that for multiple-topping lifts except for the procedures listed below.(1) Cargo handlers will transfer the weight of the boom to the cathead as follows:(a) Remove the bull line from the cleat and secure it to the fitting on the cathead, if available, making sure that the bull line is led through a snatch block to the cathead and not directly to the cathead. If there is no such fitting, take five turns around the cathead in the same direction as the cargo runner (over the cathead).

c. Guying Booms. The procedures for guying booms are as follows:(1) Methods of guying. There are two methods of guying the fixed booms of the yard-and-stay type of rigging. Operators may use outboard and inboard guys or outboard and amidship guys. The outboard and amidship guys are used more frequently. If the inboard guy is used, members of the crew must find a place on the deck or bulwark to secure it. Since the load on the cargo hook is always between the heads of the booms or directly under one of them, there is always less stress on the inboard or amidship guys than on the outboard guys. The lightweight amidship guy is sufficient to carry the stress and is raised aloft out of the way.

(2) Equalizing guys and preventers. Besides the regular outboard guy on the fixed boom, an additional wire is attached to the head of the boom and led to the deck to act as a preventer. Crews must avoid rigging the preventer so that the guy takes all the stress and the preventer takes stress only if the guy parts.(a) The preventer is usually a single heavy wire while the guy has a manila or synthetic fiber purchase; therefore, the preventer and the guy will not share all loads equally. If the guy and preventer have equal tension under a light load, the guy stretches much more than the preventer under heavy loads so that the preventer has to take most of the increase. Crews can avoid this situation by adjusting the guy under a light load so that there will be a little more tension on it than on the preventer. Under a heavy load, then, the guy will stretch and let the preventer have its share.

(b) Crews should also secure the guy and preventer as close together as possible without fastening them to the same fitting. This is done because if the guy is in one place and the preventer in another, the desired equalization of tension between the two will not be achieved; under different degrees of tension the stress on one will increase more rapidly than on the other. Once the guys and preventers have been secured as close together as possible, the crew will equalize the guys and preventers using the following steps:

Step 4. Take all slack out of the amidship or inboard guys. The booms will swing inboard to the desired position. This action should nearly equalize the strain between the outboard guys and preventers, depending on how close together the guys and preventers are secured.

Step 6. Equalize the outboard guys and preventers by surging, or slacking off slowly, on the outboard guy until desired tension is obtained. Then secure the outboard guy.

(c) If the guys and preventers are constructed of the same materials, they react to heavy and light loads equally. Therefore, when the guys and preventers are of identical material, the crew must slack off slightly on the outboard guys to equalize the strain, even with a light load. Slack off the outboard guys after the booms have swung inboard and nearly equalized the strain between the outboard guys and preventers. When the guy and preventer cannot be nearly parallel, the guy should be placed in the position of greater stress (more nearly in line with the fall) under most conditions.

(d) The crew must avoid slack in both the preventer and the guy. Otherwise, if one fails, the other fetches up with a jerk after the slack is taken out. Also, if unnecessary slack is allowed to develop in guys, booms map slap about.

(e) While there have been a few instances in which either the guy or preventer parted and the other held, the proper use of preventers has saved many a weak guy. Preventers should be considered useful only in keeping the guy from parting, not in holding the boom after the guy parts. A few vessels have heavy preventers (which are intended to carry the guy load) and very light guys (which are intended only for trimming the booms). Since these guys provide little additional strength, they should not be left slack. The crew should check manila guy purchases regularly since it shrinks when wet and stretches when dry; synthetic fiber lines are not affected by moisture.

(3) Positioning guys. The importance of properly guying booms with respect to the angles of stress cannot be overemphasized, particularly when using married falls. Overstressed guys could result in loss of time, cargo, cargo gear, and lift. Figure 3-12 illustrates three positions of the guy and boom, and Table 3-1 shows how strains vary with these positions. In Figure 3-12, "A" denotes that the guy is in line with the fall, "B" that the guy is at a right angle to the boom, and "C" that the guy is behind the heel as far as it is possible to place it without topping.(a) The greatest drift and the lowest possible strain result when the amidship boom is angled far inboard and the guy is placed at a right angle to the boom (Figure 3-12, boom position 3, guy B).

(b) With the amidship boom head over the coaming (Figure 3-12, boom position 2) or outboard of it (Figure 3-12, boom position 1), the guy should be led as far back of the heel as possible without topping (Figure 3-12, boom position 2, guy C, and Figure 3-12, boom position 1, guy C).

(e) Figures 3-13 through 3-16 also show a 1-ton load suspended at various load positions using two booms and married falls. The weight of the load is given next to the amidship boom in each figure. This weight, when lifted on a single swinging boom, would produce approximately the same strain (compression) as the 1-ton load shown in that figure.

(f) Even with a fall angle of only 90 degrees, occurring where the junction of the falls is about 20 feet above the deck (Figure 3-13), the tension on the outboard guy of the stay boom is 1.6 tons, and the swinging boom supports the equivalent of 2.1 tons. The stresses go up (Figures 3-14 and 3-15) as the 1-ton load is raised until the angle between the falls reaches 150 degrees (Figure 3-16), when the tension on the outboard guy of the stay boom is 6.2 tons and the equivalent load on the swinging booms is 6.4 tons. The principle explains why a boom which has been tested with a swinging load of 7 tons will sometimes fail under a load of only 3 or 4 tons which is being supported by two booms. Unless otherwise stated, "5-ton SWL" stenciled on the heel of a boom refers to a load on a swing boom, not one being lifted by using married falls.

(g) The strain on the falls in Figures 3-13 through 3-16 varies with the angle between them produced by each load position. Figure 3-17 shows this principle in more detail. As the angle between the falls increases, the strain on each fall increases according to the percentages shown. Once the angle between them increases beyond 120 degrees, just a small change in the angle causes a massive increase in the strain exerted on each fall. For example, Figure 3-17, D, shows only a 20-degree increase in angle (from 120 degrees to 140 degrees) which causes a 41 percent increase in the strain exerted on each fall. In Figure 3-17, F, a 10-degree increase in angle (from 150 degrees to 160 degrees) causes a 94 percent increase in the strain exerted on each fall. Finally, in Figure 3-17, H, a 5-degree increase in angle (from 170 degrees to 175 degrees) causes a 576 percent increase in the amount of strain exerted on each fall. A load held with a 175 degree angle between falls exerts a strain equivalent to 1,146 percent or 11 1/2 times the weight of the original load on each fall. The terminal operations specialist can use the figures given here by multiplying the weight of a particular load by the percentage shown, and multiplying that figure with the approximate angle at which the load is suspended.

(h) The additional pull exerted on the falls as the angle increases is mainly a horizontal pull that tends to move the two supporting booms toward each other. Table 3-2 lists the tension on each fall at various fall angles, both as a percentage of the weight of the load (column b) and in pounds (column c), and shows how much of that tension is a horizontal pull tending to bring the boom heads together (column d). With a heavy load, the final angle of the falls will be smaller than in the case of a light load, since the winch can more easily "tightline" a light load (Figure 3-17, H) than a heavy load. Tightlining occurs when the angle between the falls approaches 180 degrees. A lighter load suspended at a higher height will produce a greater horizontal pull than the heavier load which stalls a winch at a lower height.

Figure 3-17. Varying strains with angle of falls(i) Table 3-2 and Figures 3-12 through 3-17 illustrate that severe tightlining of even very light loads between two booms is dangerous because a difference of only a foot or two in the height of the load (increase in the fall angle) may increase strain tremendously. Use the following techniques to minimize the degree of angle between married falls:

Keep the hook as close to the junction of the falls as possible. If chain is used for additional weight, hang it in a bight beside the hook rather than between the hook and the junction of the falls.

(4) Topping or jackknifing of booms. Topping occurs when strain is placed on a boom resulting from incorrectly positioned guys. A topping or jackknifing boom can cause considerable damage to the ship"s gear and result in loss of life. Responsible personnel should determine whether or not the guys are properly placed to prevent topping of a boom. Figure 3-18 shows the visual test personnel should use to help determine if booms will top.(a) To determine if the outboard boom can top, sight from the pad eye (Figure 3-18, A) where the lower end of the outboard boom"s outboard guy is secured, to the head of the amidship boom (Figure 3-18, B); if the line of sight passes behind the heel of the outboard boom (Figure 3-18, C) the boom can top. If the line of sight is ahead of the heel and below the outboard boom, it will not top. If the line of sight is ahead of the heel but above the boom, it will top only until it reaches the line of sight.

Figure 3-18. Determining if outboard boom can top completely(b) To determine if the amidship boom can top, stand at a point near the ship"s rail where the distance from the heel of the amidship boom to the head of the outboard boom can be sighted. If the outboard guy of the amidship boom passes above the line of sight, the boom will top (Figure 3-19). If the outboard guy of the amidship boom passes below the line of sight, the boom will not top.

NOTE: There is one exception to the rules in paragraph (b) above. When the heels of the booms are far outboard from the centerline, placing the guy in the manner just described to prevent the outboard boom from topping all the way will result in the guy being nearly parallel to the boom. This puts the guy under extreme tension and may result in the failure of either the guy or the boom. In this case the guy should be left well back of the heel of the boom where the stresses are minimal, and the preventer should be placed well ahead of the heel, with a foot or so of slack. This slack is an exception to the general rule for preventers. When the boom tops up, which is likely, the preventer will limit the amount of rise.

(2) In discharge operations, responsible personnel attach the cargo to the cargo hook in the center of the hatch. The draft is lifted directly up by the cargo fall of the boom spotted over the hatch. At the same time, the slack in the other fall is taken up. As the draft reaches the desired height above the coaming, the lifting cargo fall is stopped and then slacked off while the fall on the outboard winch continues the lifting operation. This action carries the draft of cargo over the side of the vessel. The outboard winch then lowers the draft to the pier. In loading cargo, the operation is reversed.

b. Farrel Rig. A major improvement in the yard-and-stay method of rigging the ship"s gear for burtoning cargo had been made in recent years. This method involves using the farrel rig (Figure 3-21). The procedure consists of placing the heels of the outboard guys (vangs) on a common axis or making them coaxial. Topping-lift winches are installed and the hauling part of the topping list is reeved through lead blocks secured near the ship"s centerline.

Figure 3-21. Farrel rig(1) Once the guys have been secured to the short vang posts and pulled tight, there is no need to tend guys. The boom head moves vertically along a straight line parallel to the centerline of the ship. With this setup, all that must be done to top or lower the boom is to press the button controlling the topping-lift winch.

c. Ebel Rig. The ebel rig (Figure 3-22) was designed to handle loads up to the full capacity of 5- and 10-ton booms by the burton system, provide for complete power positioning of the unloaded booms, eliminate manual handling of lines, and increase safety. Figure 3-23 shows the arrangement of the topping lift on the 5- and 10-ton booms. The topping lift is offset inboard near the centerline of the ship to control the swinging of the boom in the outboard direction. The hauling part of the topping lift is led down the inboard side of the king post through a lead block to the drum of one of the topping-lift winches mounted on the king post.

d. West Coast Rig. The west coast method of rigging (Figure 3-24) is a modified form of the yard-and-stay method and is the most common rig used by the military. This operation differs from the yard-and-stay method only in the way the amidship boom is spotted and the winches are operated. The amidship boom is spotted approximately halfway between the hatch coaming and the ship"s side. The particular advantages of the west coast rig are the speed and ease with which the draft can be landed on either side of the hold or between deck close to the point of stowage. Operators must be skillful in winch operation because the draft is raised from the hold or lowered into the hold, supported equally by both runners. Normally, this type of operation requires only one winch operation, but two operators may be needed depending on the location of the winch controls.

(2) This rig can be used to work cargo in the hatch, but unless the coaming is equipped with rollers, the cargo runners will chafe against the coaming wearing out the wire and butting grooves into the coaming.

3-11. RIGGING HATCH TENTS. The definition of hatch tents and the procedures for rigging hatch tents are as follows:a. Hatch tents are large canvas shelters suspended from the heads of the booms to protect cargo and personnel during inclement weather. Hatch tents are frequently used in areas which have a rainy climate. They may also be used for shade during extreme heat, especially when discharging refrigerated cargo. Hatch tents give only particle protection, so when work is discontinued, responsible personnel should ensure that the hatch is closed and battened to give the cargo better protection. The seattle hatch tent is the best all-purpose hatch tent because it completely covers the hatch and is designed with reeve points and laced-up flaps. Before rigging the seattle hatch tent, the booms must be lowered. Operators will then attach a 10-inch wooden block to the head of each boom on the offshore sides of the link band. From the pier, the blocks will appear on the sides of the booms away from the pier.

b. To rig a seattle hatch tent, the rigging crew will-Reeve the gantlines (a length of rope, 3 1/2 inches in circumference) through the 10-inch wooden block secured to the link bank at the head of each boom.

Tie the hatch boom gantline to the large shackle attached to the metal shoe in the rear peak of the tent. Operators will spread out the tent while it is being raised. The hatch runner is inserted in the opening between the ridges of the tent and then the hatch gantline is heaved up until the bottom of the tent is above the deck. The heavy backstay of the tent is pulled taut, and the gantline is secured.

Spread the tent over the hatch opening. The guy lines on the corners and center of the sides and back are tightened and secured. The intermediate lanyards are adjusted to keep the tent straight and to prevent sagging.

3-12. RIGGING SAVE-ALLS. Save-alls prevent the loss of cargo overboard during loading and discharging. The rigging crew should rig save-alls at each working hatch and beneath each gangplank, skid or conveyor. The most common type of save-all is a rope net. The type save-all used in the general hatch set is made of manila rope and is 20 by 40 feet, with 8-inch square meshes. If a standard save-all is not available, substitutions may be made. For instance, wire or rope cargo nets may be lashed together or wooden platforms can be constructed and made fast between the ship and the pier under the working area.a. Responsible crew will rig a save-all using the ship"s falls as follows:Attach the cargo hook approximately 3 to 4 feet below the top center of the save-all net. Hoist the save-all net over to, slightly above, and then over the ship"s railing.

3-13. RIGGING STANDARD BOOMS FOR HEAVY LIFTS. The methods for rigging standard booms for heavy lifts are as follows:a. Most ships are equipped with booms having a safe working load of at least 5 tons. The capacity of cargo booms is usually marked on the boom heel. If the safe working load is not marked on the boom, the ship"s officers on watch should have this information.