Geerrersccowono The International Handbook The contents of this book highlight the most common problems experienced when packing and transporting cargo and gives guidance on how to do it properly. The handbook should be used to enhance safety awareness. am aA, 1ADC 9 FPAL ae "ie MEMBER SIMCAyevopewsezul aL yooqpueH NSL oe," The International Handbook International English | 5th Editionee IMPORTANT NOTICE ‘This handbook is designed to give guidance on procedures aimed at reducing the of injury during Cargo Handling operations. Itis intended to form part ofa safety traning program and to be used as a handy re reference guide. Its no intended asa fuly comprehensive manual on health and sa ror as a substitute for formal training, ‘The information contained in this handbook is intended to comply with and reflect quidance aiven in Health and Safety Regulations curren: atthe time of publication fais reflects the guidance given in Oil & Gas UK‘s pubicaton, "Best Practice forthe Packing and Handling of Cargo to and from Offshore Locations", as wherever in ‘world accidents occur, the causes are often common and the precautions to prev them remain the same. The user must always satisfy himeset, however, as to the relev health and safety regulations affecting the work site. It must be borne in mind that certain jobs and certain work sites entail risk. W folowing the procedures and recommendations laid down in this book should red the risk of injury, twill saldom be possible to eradicate rsk completely. ‘This book contains general recommendations only. The user will require to sat himoelf that these recommendations are suitable for his particular circumstances A DO NOT CONTRADICT ANY GUIDANCE GIVEN BY MANUFACTURERS FOR TH PARTICULAR EQUIPMENT. ‘Al statements, technical information, clagrams and recommendations contained this book are believed to be correct but no guarantee is given as to their accur Cor completeness. In particular, but without prejudice to the foregoing generality, {querantee is given regarding Information which has been sourced from third part “fo the fullest extent permissible by law North Sea Lifting Limited shall have no li whatsoever for any loss, claim or damage arising as a resuit of anything contained i coritted from this book. © North Sea Lifting Limited 2004 (Revised 2015) Al rights reserved. No part of this publication may be reproduced or transmits ‘any form or by any means, including photocopying and recording without the writ permission of the copyright holder, application for which should be addressed to Company. Such written permission must also be obtained before any part of | publication is stored in a retrieval system of any nature, 2 4 ON 2004-Py 2015 | lancomeContents ik Introduction 4 sy Section 1 Cargo Carrying Units (CCUs) Design . 5 ety Section 2 Slings and Shackles section 3 Supply Base Checks ne section 4 Dropped Objects iC it Section 5 Loading and Securing Contents ato section 6 _Slinging of Tubulars he Section 7 Transportation of Dangerous Goods .... . 5 “I section 8 Loads Requiring Special Attention i section 9 Positioning of Loads on Vessel5. 2... .20.0.6 + 86 section 10 Sea Fastening sos 90 le Section 11 Positioning of Loads on Trucks ........0..0 92 0 | section 12 Security of Loads on Trucks sorans OM) section 13 Hands-Free Lifting (Including Safe Use of Tagzlines). . 96 oe cane 108 BR Table 2—_‘Load Binders. ; 109 i Wiehe eee in Table = 4 Alloy Shackles. areemmaaarais v8 m ey | Table 5 Rigging Screws... 22s... nz me Appendix 1 General Pre-tifting Checklist. . 113 ity Appendix 2 Non-Conformance Code Checklist 118 10" Appendix 3. Hazardous Goods Labelling 120 in the nis ‘rearatonl SAFE ARGO WAMDLING Hesok 1 3Introduction The main problem with cargo handling, is that you often receive cargo for conward-shipping from various suppliers with varying standards of competen ‘when it comes to preparation, packing and slinging of loads. In other words, they are not experts in mechanical handling, ‘We don't expect you to be an expert, but you should be able to recognise Unsafe loads, poor slinging practices or defective CCUs so that the items can made safe or replaced to enable safe onward-shipping. ‘The purpose of this handbook is to give general guidance and acceptable ‘operating parameters to the personnel working at the shipping base or quayside. If anything is encountered outwith these guidelines, it doesn’t automatically mean it cannot be shipped, but the p2rsonnel must take it to next level, e.g. supervisor, for a risk assessment and final decision, ‘The safety of the loads can be compromised by: © Poor design of CCU # Impact damage to CCU Excessive corrosion + Poor slinging practices Undersized rigging ‘© Excessively worn slings ‘+ Inadequately packaged freight, etc * Loose ites becoming dropped objects Lack of certification / regular inspections This pocket book is designed to help you recognise these faults and also demonstrate good practice. ‘To simplify the book, bad equipment and practices are colour coded red anc good equipment and practices are colour coded green. There are a few are however, where “non-preferred” equipment may be accepted, but only as Jong as safety is not compromised. This will only happen under exception circumstances. This equipment is colour coded amber. Be aware that son this equipment may already be banned in certain areas of operation. al: on I circumstat eeeSECTION 1 Cargo Carrying Units (CCUs) Design [As from 1st May 2004, all Cargo Carrying Units (CCUs) must be designed, built @ and tested in accordance with BS EN 12079, ISO 1496, DNV 2.7-" of equivalent, However, you will stil come across CCUs constructed before this time which should comply with the previous design code, BS 7072 ‘As from January 1st 2015, containers certified to BS 7072 can no longer be used be for the carriage of dangerous goods. You probably wont be able to tell the difference visually, but the design standard will be stamped on the Data Plate, he NO DATA PLATE / DESIGN CODE - DON'T SHIP! e ‘his Data Plate should also contain the relevant certification details (see typical Data Plate below). DATA PLATE - EN 12079 BEd OWNER: sic one Services ‘lophane fo 12288 INTERMEDIATE DECK. MAX GROSS MASS @ 4501 Note: Cargo which is critical to ongoing operations but does not meet the minimum standard must be repacked in suitable CCUs for onward shipping, REMEMBER, ensure test certificates / certificates of conformity exist and periodic visual and NDT examinations are current. LESS THAN 1 MONTHS CERTIFICATION REMAINING - DON'T SHIP! (Unless the CCU will be returned before the required recertification date).SECTION 1 Cargo Carrying Units (CCUs) Design re ctcuuee * 4point lft + Padeyes angled towards centre * Solid sheet steel construction ‘Protected door handles * Protected hinges + Information square + Data plate * Forklift pockets * Good condition, no impact damage, little /no corrosion Ok to ship 6 1 ©n5 204-2015 | aoa_ | SECTION 1 Cargo Carrying Units (CCUs) Design Er cut eakcouneac ear Defects: Impact damage Damaged door Faulty door seal Damaged door lock Broken door handle Data plate missing legible markings Excessive corrosion Holes in container fabric | Don’t ship! i—— SECTION 1 Cargo Carrying Units (CCUs) Design ‘The material used in the construction of containers has more or less been standardised as sheet steel, However, cargo baskets and boxes come in all Shapes and sizes using a range of materials such as wire mesh and expande sheet metal (expamet). The suitability of these units for transporting cargo v depend on the actual cargo. ‘ppical cargo basket with expamet sides. It's advisable (though not essentia to have 6 inch / 150mm kicker plates around the bottom of the sides to he prevent dropped objects. The padeyes are angled towards the centre of the lift to avoid side loading! The basket is not suitable for this particular cargo 3s there is no weather protection. (How many other problems can you identify?) py ouo owuo Guys eo eum jo s6ay Hee 19¥8Eq U pas peo} 2 swan fees pay apsBuoRe pared (sesoy PUR aued fom1L00) We}! 6x6} "L= 2 2~— SECTION 1 Cargo Carrying Units (CCUs) Design ‘while it is acceptable to use wire mesh / expamet on the sides of a basket, it should not be used as floor material. Can you give three reasons why itis not 4 suitable? Mesh sides with ‘SOLID floor Eee 28 ou ‘Sjpalgo pecioip°0 ysew ety YBnoag Bue; Su JeyEUIS Jo AyRIss0d eux S}09IG0 sneoy cheus Aq pocuatd Aisea s131°Z, uBnous Buoys ou MfeoUs6 st yaLech *| Trebeston SAFE CARGO HANLING risk | 9—— #&@&# SECTION 1 : Cargo Carrying Units (CCUs) Design On this particular basket, you will notice that the padeyes are net angled towards the centre. With baskets that are longer tian they are wide, ths ¢ be acceptable as long as the padeyes are robust enough to withstand the s loadings that they would incur under normal working conditions. Obvioush the longer the basket in relation to its width, the lesser the side loading on padeyes. Generally, if the padeye thickness is 75% or more of the shackle jaw gap (¢ correctly proportioned), it will be sufficient to withstand the bending, Cargo boxes are generally a safer option to cargo baskets, as they are comparably stronger and there is a reduced risk of dropped objects. BE fitted with drop sides ( this example) ensure har Hocking device is fitted drainage holes are kept. na 10 | one. 2m04-Fey 205 | rate_ ~=——t—CS SECTION 1 Cargo Carrying Units (CCUs) Design When storing these units, although stacking is acceptable onshore, it should be voided where possible offshore. If there isa lack of space offshore, CCUs can debe stacked (maximum two boxes high), but only if they are designed for that q purpose and a Job Safety Analysis (ISA) has been carried out, Below is a typical the Example of a stacking bracket which locates and holds the upper box in position wahile at the same time, protecting the slings. N Never hook slings or master links from adjacent cargo over stacking brackets / pad eyes, or you could end up lifting more than you planned! ‘Teteratera SAFE ARCO HANDLING Fant | 11———— SECTION 1 Cargo Carrying Units (CCUs) Design ‘When it comes to tote tanks, Le. tanks for handling aviation fuel, oils, chen etc, the majority are single skinned. This means they are susceptible to im damage. if the impacts are made by sharp objects, there is a danger of the piercing the tanks and spiling the contents. These tanks should either be * double skinned", or more practically, protected by a crash / protection fra FUEL, NIMTON TURBINE ENGINE nypRrog PO ro* Wisin os 2004 \ Aen ae) a Apart from the lack of a crash frame, what other 900r design can you see 0s 10} nou 09} a ‘6' “pe06 Ka jou uBsep stoped >I a Jo uN a aK KDeAP pep efeped HuSECTION 1 Cargo Carrying Units (CCUs) Design cals, | sore we have a typical crash / protection frame for a vertical tank. Other important features are protection of the valves, non-slip grating on the roof (to prevent slings faling through and becoming entangled) and a ladder for access act n ne, nere? Deere ‘eet GARE CARGO HaKOLND took | 1SECTION 1 Cargo Carrying Units (CCUs) Design Here is an example of a horizontal tank with crash / protection frame, ic uieubekcus kere kara cumin Partially filled tanks can be hazardous to handle cue to the fluid movemen the contents shifting the centre of gravity. For this reason, it is preferable t Use cranes as the lifting appliance. The ISO Standard actually prohibits fork pockets in tank design because of this hazard and the possibility of the for piercing the tank. Tanks with forklift pockets will 9e acceptable however, z as they are surrounded with effective protection, e.g. steel plate to preven placed forks contacting with the tank. IF forklift trucks are to be used, extra care must be exercised to prevent the tanks toppling off the forks or even viorse, aver-turning the fc truck when cornering, All valves should be closed and locked / secured to prevent inadver opening in transit and their outlets be fitted with dust caps. 14 one smo Pey 208 | rte—_— } }3&K&>. SECTION 1 Cargo Carrying Units (CCUs) Design Gas bottle racks are a popular method of shipping gas bottles to and from fhe worksite. Depending on quantity of gas bottles being shipped and the forresponding size of the racks, they can be fitted with four, two, or even Gre single padeye. Single padeyes will only be acceptable on racks carrying a PAB) iraximum of four bottles. rklit | Note: All bottle racks should have a primary and a secondary method of securing the bottles for transit. Consideration should be given to the possibility ent__£f tansporting gas cylinder racks inside open top containers ‘iansinw SA eanae MANDLIGncok 115SECTION 1 Cargo Carrying Units (CCUs) Design [At present there are no national nor internationa standards relating speci to padeye design, however, some guidance is given in various container standards. The following information is based on that guidance and indus good practice. The holes should always be drilled or bored and not flame c If cheek plates are fitted, they should be line bored after fitting. Padeyes t! Ihave been flame cut must have all cutting marks ground out to eliminate points. ‘Smooth profile, hole o size, hole bored / drile adequate thickness. a ‘material left around ho quality welding Flame-cut outer profi flame-cut hole, hole to top of padeye, padeye inadequate thickness } 16 1 BNE. 04 ev 2015 | rlscontcaSECTION 1 Cargo Carrying Units (CCUs) Design padeyes should always be designed to suit specific shackles ie ically |) Minimum hole size: To avoid excessive point loading, the holes should be equal to the diameter of the shackle pin plus 10% ry i) Maximum plate thickness: To ensure a neat fit inthe shackle jaw, the maximum width of the padeye should be equal to the jaw gap of the i shackle less 10% at stress cea pin dia jaw gap Jecuat 2, pin dia. +109% Taw Gap “10% 6 near late acai ii) Maximum hole size: Ideally, the padeye hole should not be greater than. 125% times the shackle pin diameter iv) Minimum plate thickness: Ideally, the padeye width (including cheek plates where applicable) should not be less than 75% of the shackle jaw gap Note: If percentages ati) and iv) are exceeded, check with your supervisor as to their suitability for shipping, j Serewersemnmmranees— SECTION 1 Cargo Carrying Units (CCUs) Design If the knuckle of the shackle can fit through the tole, the hole is definitely big. (1) In this particular case, what else is wrong? (2) What is the colour code of this shackle, red or purple? ym 9peg sararueu ay ud UO I4od pees) an Bewap ed PRUE 6a PUE Ras COL) 8 erAG aE et 48 | OnSL 204-2015 | taeSECTION 1 Cargo Carrying Units (CCUs) Design too Shackle doesn’t always seat When the padeye plate is too narrow, the ys , the st 1 s ; properly if narrow plate is used to fabricate the padeye, cheek plates ul tr SAFE CARGO HANDLING rock | 19SECTION 1 Cargo Carrying Units (CCUs) Design Be aware that narrow padeyes are much more susceptible to bending and impact damage. Pay particular attention to the welding as quality can vary between suppli Can you see the problem with this weld? fuga pvetsqnspsanes ypu pas Jasy yon oor Aenang® SM 20 1 ONS. 201-Re0%6 | maxwscomte SECTION 1 Cargo Carrying Units (CCUs) Design ‘This padeye (hole too big for pin) i Hea pin) is starting to show signs of wear { stretch di retch due This padeye does not have enough material ledge of the plate, therefore would not last ieee bored dose to the in service 5SECTION 1 Cargo Carrying Units (CCUs) Design ‘Apart from the hole being too big and the plate being too narrow, what ¢ wrong with this padeye? Dimensions of the mater around the padeye hole should be as great as po while leaving adequate slearance for the shackle rotate to the operating ar without the sling eye foul on the edge of the padey Ensure clearance ana uo pec aeseane nd pur upg 0 nydsns acu seysu "Bun oO Kop odors Bute Bus 0 Sumer Lak op ateped a pune BUS Ys OO, 9 22 | ONS. 2204-205 | aconSECTION 1 Cargo Carrying Units (CCUs) Design padeyes should be orientated in such a direction as to reduce, if not eliminate ator plane loading. Ths is normally achieved by angling the padeyes towards the centre of the load and is common on most containers and square baskets However, with long narrow baskets, e.g. tool baskets, this is not always the case, ithe padeyes are often flat against the side of the basket. As long as the padeye lates are robust enough to withstand the slight side loading (transverse bending), this design is acceptable. ‘oust SAFE CAROO HANDLE rick | 29SECTION 1 Cargo Carrying Units (CCUs) Design Once you have established that the padeye material is adequate, you hav consider the suitability of its connection to the CCU. Can you spot the pr with the following design? fupuoa wana 01 payors 11104 pop aes UH ae a oe se NOD E SByatapeN = YBNSECTION 1 Cargo Carrying Units (CCUs) Design ie ‘The parent material that both these padeyes are welded to is more slender than. lems 1 Fewual padeye, ie. not strong enough to take the loadings. What else can you see wrong with the bottom padeye? (70 09) 68 Bus 0} uno Buown aun 8 faredSECTION 1 Cargo Carrying Units (CCUs) Design In this example, the padeye has been welded directly to the skin of the to fee Ga aac In this example, the padeye looks OK, although a bit narrow, but the met attaching to the CCU, e.g. a mixture of welding and botting leaves a lot t desired. iS Poeun: The padeye base plate, although welded at the back, is only bolted to a t! steel flat bar at the front which, A) does not appear strong enough to suf the load, and B) will allow water or moisture to get between the plates cz corrosion which cannot be readily monitoredzz e tank iin port using) SECTION 1 cargo Carrying Units (CCUs) Design rinaly, you may come across ISO type corner castings. These are primarily feigned to be lifted vertically using twist locks hanging from custom built Cranes. These are "non-preferred'” for general use and would normally be ‘ected. However, if these ae presented with proof that they are suitable for ffang with a fourleg sling, e.g. engineering support in the form of calculations, they may be accepted for onward shipping, A ISA will have to be performed and uthorisation for shipping must be obtained from a supervisor. The maximum itngth of 150 containers acceptable under the above criteria fs 20ft Its the ntention to phase out the use of containers with ISO type corners. seware of “special” lifting accessories that may be fitted to these CCUs. It {G preferable to use ordinary shackles with ther, The maximum shackle size «thot can be used, is determined by the dimensions of the openings and the J surrounding material ‘Although safety pin shackles are normally preferred, with ISO corners, itis difficult if not impossible, to fit the split pin. For this reason it is better to use screw pin shackles, with the fully tightened pin moused / wired / cable-tied back to the body of the shackle to prevent the pin unscrewing in service, What can you see wrong with this particular arrangement? (6% Gury) 9190) 154m oun Jo uoNeIUELO o0oU oHNsUYSECTION 1 Cargo Carrying Units (CCUs) Design ‘screw pin shackle moused / wired / cable-tied back to body of shackle. Moused w stainless steel wire ¢ cable-tied to prevent backing of IF a smaller shackle is fitted, ie. the knuckle of the shackle can fit through hole in the ISO corner casting. itis acceptable to use safety shackles upsic down as the split pin can be fitted in this position ss 28 | @NaL 200 Aaa | ancwatcon> }73~—h SECTION 1 cargo Carrying Units (CCUs) Design words cannot describe this connection! iE J} wnat do you think, ood or bac? reuseSECTION 1 Cargo Carrying Units (CCUs) Design ‘As with containers, skid bases destined for offshore use should be manuf. to DNV 2.7-1, BS EN 12079 or BS 7072 (as a minimum), and be data plat accordingly. The overall structure of the CCU (franework) should be robu: ‘enough to support the load without noticable deflection, Heavier / concentrated loads, e.g. pumps, will often arrive mounted on th ‘own transportation skid-base. Once again, this should be rigid enough to support the load, and although deflection would be expected, it should n excessive, ie. as a guide, vertical movement of te lifting points, at the ex ends of the skid should not exceed 1/500th of the distance between the | points (based on allowable deflections for runway beams). Skid-base of sound construction: good Should the deflection be greater than this, land the load and check that t completely recovers, e.g. no permanent deflection IF there is permanent deflection, If there is no permanent deflection, it may be ok to ship, but GET AUTHORISATION FROM YOUR SUPERVISOR. 90 | ©n204-Reo48 | ndaowscomECE SECTION 1 cargo Carrying Units (CCUs) Design tured] flection is the amount that the main support beams move as the load is ; ‘aken. It is measured at the lifting points and is recorded as a ratio against the tUSpan (the distance between the lifting points). deflection measurement = ‘oterstns GARE eARGE HANDLING rdiook | 31SECTION 2 Slings and Shackles Container slings are generally four-leg assemblies more often than not, fit with a fifth leg (top lifting leg) designed to hang down the side of the CC prevent personnel having to climb up to attach rigging, Fifth le ‘Typica thimb To avoid “out of plane” forces no more than 2 legs should be fitted to a r link, therefore a quadruple assembly should be used in the manufacture 0 sling with more than 2 legs. In addition, to improve the bend ratio and du Of the sling eyes, thimbles (hard eyes) should be fitted throughout. 921 © S00 -RevN6 | mdaconedcomSSUES EERE SRE ed Jto sple bly ‘SECTION 2 Slings and Shackles Four legs onto quadruple assembly - CORRECT! Four legs onto single master link - NOT ACCEPTABLE! “Teiarsirs SARE eanco HANDLING Heck | 59SECTION 2 Slings and Shackles ‘One of the most common faults with new slingsis not leaving enough “t protruding from the standard ferrule / talurt. Rope t be fs protru | | |. ¥s rope dia. max If rope tail is too long, it snags, bends and tends to cause hand inj e aware that there are also talurits where the wire does NOT protrude, b these are evident by their increased length and tapered end. Talurt / ferrule tapers Finally, similar to the tapered ferrule above but sImmer in diameter, there is the steel ferrule which is used in conjunction with the "Superloap” or “Yankee Splice" | at rena az0t- e205 rata| SECTION 2 Slings and Shackles i” Dey have not b ifthe eyes have not been pulled tight enough during Merete can be dslogged inservice, he manufacturing process, ‘Alternatively if the eyes are pulled too tight, th a ey can interfere with the ‘TetoraerlAFE CARGO HANDLING nshck 195.SECTION 2 Slings and Shackles In the majority of cases, safety pin shackles are the preferred option, ie. be nut and split pin (avoid using "R" clips in place of split pins as they are mo easily dislodged). Bow safety Dee sa shackle shack Pee Screw pin shackles would normally be rejected, but there are exceptions, ¢ as mentioned earlier, screw pin shackles are acceptable for use with ISO co castings, but they must be moused (pin secured to body) by using stainless Wire or cable-ties. Bow screw Deo se pin shackle pin sha Pe 95 | ONS. 204 vant | nAseconatconPe eee eee ee SECTION 2 Slings and Shackles It, | fake sure you know what the proper pin should look like, as they are a sometimes replaced with ordinary bolts if lost, steel) ams = cha = This one managed to get through FIVE separate quality checks and actually got into service!SECTION 3 Supply Base Checks ‘utwith the suppliers’ inspections, its also a regulatory requirement (and common sense) to check every container, sling and shackle before you use i For this reason, itis important to have a checking system when receiving equipment at the base. Unfortunately, some people’ idea of an examination or inspection of lifting equipment is purely the checking that certification matches the identificatio numbers stamped on the iterns. Scant attention is paid to the actual physic condition of the Cargo Carrying Unit (CCU) or slings. As a result of this, mal defects are only picked up if they are glaringly obvious or even worse, after incident oceurs! Don't ust check the identification numbers and test plate, pay attention to actual condition of the unit. Always look out for any defects especially with slings if they have been exposed to the elements for any length of time. Th ‘OGUK guidelines have allocated non-conformance code numbers for non- conforming cargo so that it can be monitored. There are seven main group follows 100 CcUs 200 Lifting and slinging 300 Dangerous Goods 400 Documentation 500 Packing 600 Others 700 Positive Feedback ‘These are further broken down so that trends can be identified and rectifiec Further information can be found at appendix 2. Report all non-conformances and gradually, the supplier will learn to know ‘quality you expect and the non-conformance reports should diminish. Feil that, it would bring to light the fact that the supplier should be changed ou | Zo | ‘What about the corrosion? 981 One 24-2018 | naeSECTION 3 supply Base Checks Checklists have been prepared for the various types of CCUs, equisment . | and accessories you will be liable to encounter at the shipping base (see full checklists overleaf) clings and Shackles a y oes i se = Tyee nunc non : ae 7 1 menace scene} the rasa as he 9SECTION 3 Supply Base Checks inspection Checklist w Containers / Cargo Boxes Check data plate for standard of manufacture Check certification date and make sure that there is at least 1 month’s certification remaining (unless cargo is on a short round trip) Check all information markings are legible Ensure all old information markings are removed, €.9. hazard (all four sides) destination and weight labels / stickers Ensure all new information markings are attached, e.g. hazard (all four sides), destination and weight labels / stickers ‘Check structure and general condition of CCU (impact damage / corrosion) Check / inspect lashing / tie-down points Check condition of door locks and seals Check that heavier cargo is at the bottom Make sure there are no sharp items next to soft skinned drums Ensure there is adequate packing between the itens of freight Check the cargo is lashed down or wedged in place In open top units, check drainage holes are clear In open top units, check that cargo doesn't protrude over the edge Check door safety nets are fitted where possible Ensure there are no loose items on the roof of the CCU Check condition of slings and shackles (see checklist following) Check that sling master link hasn't flipped over (causing legs to twist) Check the weight is as manifested and is within the CCU capacity Check door lock latch is moused (cable-tie / metal seal) 140 | ONS. 2004-Fev2018 | nssomettcomSECTION 3 Supply Base Checks Check door Check forloose Check sings Check legs for twists, seals items on the roof Check destination markings Check door locking Check certification Check fork pockets for debris (dropped objects) “abana SARE CARGO WANOLMG tn | 1SECTION 3 Supply Base Checks Inspection Checklist cat Fuel / Chemical Tanks © Check data plate for standard of manufacture © Check ID number, tare, payload and gross are legible © Check certification date and make sure that there is et least 1 month's Certification remaining (unless cargo is on @ short round trip) © Check appropriate hazard documentation isin place ‘to satisfy IMDG Code) © Check structure and general condition of tank. ‘© Check condition of roof grating = Check condition of protection frame © Ensure old hazard and destination labels are removed ‘= Ensure correct hazard and destination labels are affixed as applicable © Check that valves are locked shut and there are no leaks ‘* Check dust caps are fitted to valve outlets © Ensure there are no loose items on the roof ar the base / decking of the tank + Check all bolt-on covers are secure, e.g. tank lids '* Check condition of slings and shackles (see checklist following) Check that sling master link hasn't flipped over (causing legs to twist) ‘© Place slings over side of frame and NOT between tank and frame © Check gross weight of the tank and ensure it's not overloaded ——SECTION 3 Supply Base Checks Check for loose items on the root Check condition of tank Check Check gross cortfication weight for overload Check conaition of frame Check correct hazard labels fitted Check for loose items Check valves are (on the base / decking / looked shut and in forklift pockets dust caps are fitedSECTION 3 Supply Base Checks Inspection Checklist % \gs and Shackles Shackles: 46 Ons 2004-215 | redanenortm gs: Check the colour coding (where applicable) is current and the sling has @ plant number /10 mark and SWL tag Check sling legs for wear, corrosion, abrasion, mechanical damage and broken wires. Check that the sling is correctly fitted, i.e. no twists ir the legs Check the SWL is adequate for the load Note: The use of man-made fibre slings as the primary lifting slings for cargo / equipment in transit is not permitted. ‘Check the colour coding (where applicable) is current and the shackle has a plant number /ID mark and SWL Check shackle for wear, corrosion, abrasion and mechanical damage. Check that the pin is the correct one for that shackle Ensure that safety pin shackles are fitted with split pins or that shackles with screw pins have their pins secured to the body, e.g. with stainless steel wire or cable-ties Check the SWAL is adequate for the loading in the sling legsSECTION 3 Supply Base Checks Fifth leg / top iting log ‘Check colour code, ID no. and SWL a \ More than 2 legs - must have quadruple assembly — Check sing i , legs for wear, corrosion, abrasion, mechanical damage Check shackle for wear, and broken wires corrosion, abrasion and mechanical damage All terminations ~ hard eyes / thimbles Safety shackles or screw pin secured with stainless steel ‘wire or cable-ties ‘Potaarstind SAPH CARGO NANDLIG sock | 45SECTION 3 Supply Base Checks Sling Legs Check each wire rope leg of the sling and look out for the following mechanical damage: Permanent bends x Broken wires x Kinks x Bird caging (opening up) x 48 | 0: 2004-7055 | kasoSECTION 3 Supply Base Checks The final check on any cargo should be for any loose items which may fall off and become a dropped abject, e.g. can you think of five examples of typical dropped objects. ‘Sus 0 sapuey anes spayed y saIIE wp o=e7e SaUELCD 19.0} uD ysis sane se pre soz s}20d PHD Ly EOUTE PUP AEB Sa LENE DNOP ‘elena SAFE CARGO HANDLE bo | 47SECTION 3 Supply Base Checks ‘This stone found on the roof of a CCU doesn’t look big or dangerous, but if it falls any substantial height, even your helmet wouldn't protect you! You wouldn't / Y like to be { | etry to make the victim of . || sure no one a dropped ) \ else is! ‘object... 48 1 ne 2004 -F6 208 | acme> SECTION 4 Dropped Objects Energy Dropped objects have the ability to damage or harm because of their potential energy, which on falling, is converted by a restoring force into kinetc energy prior to impact. Potential and kinetic energy are measured in Joules (J) and can be calculated using the following formulae. ‘* Potential Energy equals, mgh + Kinetic Energy equals, ¥ mv? m= mass g= gravity h= height velocity If ahammer weighing 0.5kg (1b) fell 25m (82f) and hit someone, even with the appropriate PPE, it would almost certainly be fatal ‘The DROPS calculator is an easy to use tool, which is used to categorise incidents, however a good reference for this topic is the DROPS wor i SECTIONS Loading and Securing Contents ‘ypical examples of properly loaded containers. ‘Shelved container: heaviest items on the bottom, lightar iteris on top. Top shelf has drop-n wooden boards to prevent cargo spiling off. ‘Although a door net may be fitted, cargo should sill be tied in Pear ae Wheeled cargo (eomprosso): ¥ Goro svar ack wiheels shoud be chocked o raise St floor load shoul be tied down 7ashed into place to prevent movement in rans. Terpauln should be fitted for woathor proofing and prevent sings snagging Before securing / welding packing brackets trait to ensure load islevel. (621 @N6L 2004-205 | racemeSECTION 5 Loading and Securing Contents Typical examples of improperly secured cargo, Large or heavy unsecured objects left loose in the container, can meve around ‘and damage other cargo. *Victim” of loose cargo no longer fit for service, can cause costly operational delays. ‘Tenens SAFE CARGO HANDLING tox | 69I eee eee eee Eee nee eR eee SEER EE — SECTION 5 Loading and Securing Contents ‘Typical examples of properly loaded cargo boxes / baskets. (64 | ene 04-2018 | rescoreSECTION 5 Loading and Securing Contents Beware of large items of cargo which may be too high for the CCU. Avoid exceeding 125% of the internal height of the open top CCU to eliminate the chance of toppling. Tall items must be lashed down for extra securty. The use of "boat” shaped waste skips should be avoided if at all possible due to their increased tendency to float if hit by a wave. Itis also more difficult to lash them back to the bumper rails on the supply vesselSecession eee SECTIONS Loading and Securing Contents ‘There are fundamental rules based on common sense that will help to protect your cargo and they are as follows: ‘Always © Check certification is current and correct i} * Place heavier cargo at the bottom with the lighter goods on top: ‘* Ensure small items of cargo remain below the height of the open top ‘= Use cargo net / tarpaulin to cover items if there is a risk af slings snagging '* Ensure tall items of cargo do not exceed 125% of the irternal height of the open top ‘= Use packing to prevent damage between items of cargo © Lash down (and wedge if necessary) cargo to prevent rrovement in transit + Where applicable, use door safety nets ‘Remove old hazard labels and attach new hazard labels if applicable © Where applicable, check drainage holes are not blocked © Fit waterproof covers where necessary '* Ensure no loose items have been left on the roof of the CCU ‘© Check final weight of CCU for manifest purposes Never | «Ship cargo in a damaged or sub-standard CCU or with damaged slings ‘= Place heavy cargo on top of fragile cargo «Ship tall, top heavy or otherwise unstable cargo upright in a CCU ‘Ship cargo loose or unsecured in the CCU Pack sharp items next to soft skinned drums ‘© Guess or estimate the weight of the loaded CCU for the manifest «Let cargo protrude over the side or be in a position to voll or fall off an open top container * Overload the CCU Note: These rules apply whether you are shipping out from the base or returning goods from the worksite, 8 | ons. 20-re 216 | becameSECTION 5 Loading and Securing Contents Always be prepared to get something repacked if it arrives in a condition that you don't think is good enough. As mentioned previously, suppliers are not always experts in cargo handling High value and / or iragile cargo can often merit purpose built transportation units. This may seem a costly solution, but it could cost a lot more if it arrived damaged!Seeger eee eee gee CeCe eee ce SECTIONS Loading and Securing Contents Back Loading Cargo One of the most important aspects in dealing with returning cargo is the accurate weighing and manifesting of same. The fact that most of the returns are scrap items of unknown weight makes it essential that they are weighed as they are loaded into the CCU. If this is not possible, then as a minimum, the {ross weight should be checked against the crane’s load indicator to ensure the CCUis not overloaded, and to gain accurate information for the manifest. NEVER JUST GUESS THE WEIGHT, WEIGH IT ACCURATELY. Make sure the contents of the CCU are secure and not just crammed in to ‘maximise any free space, Think about the handler at the receiving endl Remember to remove all previous hazard warning labels if they ro longer apply but do affix new ones if applicable, e.g. LSA warnings. Remember: Remove any loose items from the top of the CCU land check the fork pockets for debris.SECTION 6 Slinging of Tubulars The slinging of tubulars is a very common lifting operation. The slings ideally should be positioned approximately 25% (of the total length) in from either end. Par een ee Included Angle not to exceed 90° 25% 25% Teirtons SAFE CARGE MANDLIGrc% | 69Si eee ecco eevee ee HE 4 SECTION 6 Slinging of Tubulars The slings must be double wrapped with a choke hitch taking care not to cross over the wires on the underside of the pipe or tube bundle. The choke hitch should be pulled tight to contain the bundle and secured using an ASBRO WireClamp" (preferred) or 2 bulldog rip. If using a bulldog grip, a cable-tie should then be fitted to prevent the reeved eye slipping over the bulldog should the bundle loosen in transit. Perea Note: Due to the 20% derating for choke hitch and the further 30% derating for the included sling angle, each sling should have a SWL approximately equal to the gross weight of the load. ~ _—> > < x Ke Aare Bulldog grip This hitch compresses the load and prevents it from slipping out of the slingSes SECTION 6 Slinging of Tubulars Only bundle together tubulars of the same diameter. if you mix them up, the smaller ones will side out if the bundle gets jarred or tilted (the same applies to bundles of materials with different cross-sections). Remember, each sling must be rated at the total weight of the bundle, for ‘example, two six tonne slings will be needed for a six tonne lft. Never hammer down the choke hitch to tighten it. This will increase the effective sling angle and weaken the sling, Different size tubes x Large bore pipe Sing in choke bight. Do nat knack down bight.SECTION 6 Slinging of Tubulars To crane hook Eye etsing —— Fit with threaded 2 portion to this side ‘Although the Standard indicates that itis acceptable to single wrap and choke INDIVIDUAL tubulars, ths is only recommended under ideal conditions. In all “other cases where outside influences can affect the safety of the lift, e.g. offset centre of gravity, lifting on a vessel where the load is liable to swing, lifting in windy conditions, lifting in confined spaces, lifting excessive heights, etc. itis recommended that these tubulars are also double wrappec. Ifthe tubular or load is being lfted and laid down more than once, it may zlso be advisable to lock the choke with a wire rope grip (bulldog) secured with a tie-wrap. ‘Always: Prepare your landing site to enable the bundles to be landed without crushing the sings l Warning: When lowering & off bundles of tubulars with the crane, beware of them rolling out to the flat position. There may be a danger of limbs being 1°, trapped. | ” a |SECTION 6 Slinging of Tubulars The Safe Use of Tag Lines There is no official guidance on the safe use of tag lines, indeed whether or not they should be used at all There are odd occasions where tag lines can snag and upset the lit but there are a lot more cases where their use can improve the safety of alt. For this reason, each and every lft should be assessed as to the merits of using tac lines during the planning and risk assessment stage. For guidance, tag lines are normally only used for loads which are being lifted to a height out of normal reach and if they fall into the following category. * Long loads which may tend to rotate when lifted * Light loads which may be blown about * Loads with a large surface area which may act as @ sail Loads being landed or positioned in confined spaces / areas Loads of awkward shape which cannot be safely guided by hand Keep a firm grip on the tag line... .but NEVER wrap it around your hand Wherever possible the tag line should be tied to the load and NOT the rigging.SECTION 7 Transportation of Dangerous Goods ‘The flowchart here showss the origins of all Dangerous Goods controls. ‘They all stem from the United Nations ‘Orange Book’ which is literally the shippers ‘bible’ compiled by a panel of experts. Transportation of dangerous goods should be made in accordance with the ) NEVER exceed the Manufacturer's recommended Working Load LimitAppendix 1 General Pre-Lifting Checklist I you can say yes to al of the following, hopefully the safety of your operations will be improved. Use your own site-specific checklists where they exist. Crane / Hoist * Crane / hoist pre-use inspected © Certification of crane / hoist is current Adequate capacity for lifts ‘© Adequate boom length / height of lft ‘© Set up correctly for lifts (correct radius / adequate number of falls) + Set up correctly (level, on firm ground) + Set up correctly (outriggers fully extended and pinned) + Set up correctly (load spreaders / sleepers used under outriggers if required) + Set up correctly (clear of overhead power lines) ‘= Set up correctly (clear of underground services) ‘= Set up correctly (far enough away from excavations) © Certification of ancillary equipment current (e.g. chain slings, Fook blocks etc.) + Ancillary equipment - pre-use inspected Crane / Hoist Operator * Qualified / experienced to operate crane / hoist ' In good health / reasonably fit Eyesight satisfactory Knowledge of basic slinging Knowledge of hand signals / radio comms { 112 1 ONL 04-046 | matnwescon a