Ccu 1 day training course

______________________________________________________________________________A-ESCO LLCA-ESCO LLC

TRAINING PRESENTATIONTRAINING PRESENTATION

____________________________________________________________________________A-ESCO LLCA-ESCO LLC


PRESENTED PRESENTED BYBY

Derrick EastDerrick East

**SAFETYSAFETY**THE SUM AND QUALITY OF OUR INDIVIDUALCONTRIBUTIONS TO THE MANAGEMENT OF

SAFETY AND TRAINING DETERMINES WHETHERTHE COLLEAGUES WE WORK WITH LIVE OR DIE

**TRAININGTRAINING**____________________________________________________________________________

A-ESCO LLCA-ESCO LLC TRAINING PRESENTATIONTRAINING PRESENTATION



FAULTS IN LIFTING APPLIANCES AND LIFTING GEARFAULTS IN LIFTING APPLIANCES AND LIFTING GEAR

PURPOSE

The faults observed in CCU`S and other cargo received from suppliers have

Been categorised and codified with the following objectives.

(1) To enable clear and detailed discussions to take place between sendersof CCU`S rejected prior to shipment offshore, and any member of the Materials Handling Section, not just the person by whom the CCU wasrejected as being unsuitable for shipping because of a fault with the gear or the methods of slinging or containerisation employed.

(2) To enable faster and more meaningful analysis of appliance faults to take place so as to render them, through discussion, unlikely to recur.



FAULTS IN LIFTING APPLIANCES AND LIFTING GEARFAULTS IN LIFTING APPLIANCES AND LIFTING GEAR

INSPECTION PROCEDUREINSPECTION PROCEDURE

If, on inspection, any piece of cargo is deemed unfit for shipment for any reason, the Cargo Handling Controller shall complete a Cargo rejection note.the top copy of the note will be returned with the cargo to the sender with the driver of the delivery vehicle.

A copy of the note is given to the cargo co-ordinator, who uses it to advice the client of the rejection of the cargo and when it should be resubmitted forshipment. The final copy is used to collate relevant information onto a dailyrejection summary sheet. The information is codified before entering ontothe sheet and passing to the Materials Handling Supervisor.

The Client's cargo handling supervisor will enter the details onto a summary sheet. On a monthly basis, this data will be examined for patterns or persistingoffenders. The supervisor will then contact the senders involved to resolve anyproblems.

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A-ESCO LLCA-ESCO LLCTRAINING PRESENTATIONTRAINING PRESENTATION

FAULTSFAULTSLifting appliance certification faults

Lifting gear/sling certification faults

Lifting gear/sling faults

Structural faults

Lifting gear/sling marking faults

Lifting appliance marking faults

Tank faults

Loading security and general faults

Documentation, dangerous goods manifesting labelling faults



New materials supplied without test certificatesNew materials supplied without Magnetic Particle Inspection(MPI) certificates for lift pointsReports etc. sent for wrong materialsMaterials supplied with out of date certification etc.A – Overdue T. B – Overdue V. C – Overdue VN.Materials supplied with non-unique certification etcCertification supplied has less than one months life span leftLoad/stress bearing components untestedCertification etc, illegible or poorly copiedCertification etc, provided is hand written

LIFTING APPLIANCE CERTIFICATION FAULTSLIFTING APPLIANCE CERTIFICATION FAULTS



LIFTING GEAR/SLING CERTIFICATION FAULTSLIFTING GEAR/SLING CERTIFICATION FAULTS

NEW MATERIALS SUPPLIED WITHOUT TEST CERTIFICATES

REPORTS ETC SENT FOR THE WRONG MATERIALS

MATERIALS SUPPLIED WITH OUT OF DATE CERTIFICATION ETC

MATERIALS SUPPLIED WITH NON-UNIQUE CERTIFICATION ETC

CERTIFICATION SUPPLIED HAS LESS THAN ONE MONTH LIFE SPAN LEFT

LOAD/STRESS BEARING COMPONENTS UNTESTED

CERTIFICATION ETC ILLEGIBLE OR POORLY COPIED

CERTIFICATION ETC PROVIDED IS HAND WRITTEN



LIFTING GEAR/SLING FAULTSLIFTING GEAR/SLING FAULTS

Excessive numbers of broken wires (i.e. more than two)

Badly twisted or kinked ropes

Excessive wire corrosion

Crushed or flattened ropes

Exposed or distended fibre core

Brittle wire rope (min 13mm dia rope size)

Deformed thimbles



LIFTING GEAR/SLING FAULTS cont`dLIFTING GEAR/SLING FAULTS cont`dLoose thimbles

Torn or damaged ferrules

Wires not showing outside standard ferrules

Bights on reeved slings exceed 120º

Unprotected slings passing over rough or sharp edges

Reeved slings not de-rated by a minimum of 50%

Soft eye used for main lifting point

No thimbles fitted to wire terminations when slings pass through sharp edged or narrow faced lifting eye's



LIFTING GEAR/SLING FAULTS cont`dLIFTING GEAR/SLING FAULTS cont`d

Obtuse angle between opposing or adjacent lifting legs

No bulldogs fitted to reeved slings on `live` leg above and tight down to the reeved eye

Reeved eye's not secured in position below the bulldog by a cable tie or similar means

Excessive wear on wire rope

Fibre rope or web slings used as primary lifting medium

Shackles of different sizes fitted

No split pins (or similar means) fitted to safety shackles




Intended mousings broken or removed

Damaged or deformed shackles

Heat outside the permitted parameters applied to certified equipmentafter certification etc has taken place

Mismatched screw pins fitted to shackles

Shackles liable to be overloaded

Excessive corrosion on shackles, master ring, quad assembly

No secure single main lifting eye or ring

Slings incorrectly fitted




Excessive strain on opposite legs

Bulldog terminations on primary lifting points

No main lifting single lifting leg fitted when necessary

S W L of slings is less than 1.3 x gross weight

Shackles are too small, causing binding on lifting eye`s

Chain slings will not be accepted for shipping unless they are constructed fromalloy grade 80 chain (and similar components) to DNV specification, whichhave the suitable properties for working in cold weather (-20ºC)




Shackle pins not secured

Master link assembly not acceptable

Lifting gear too short to enable safe hook-on hook-off

Bulldog biting on choked wires

Slings on tubular (s) double choked

`R` clips on safety shackles not acceptable



STRUCTURALSTRUCTURAL FAULTS FAULTSDamaged or bent lifting eye`s

Cracked lifting eye welds

Doors incapable of being closed

Unserviceable door to gate locking or fastening mechanisms

Less than one locking mast per door fitted

Broken or loose door or gate hinges

Appliance design is as previously notified as unsuitable

Floor unsound



STRUCTURAL FAULTSSTRUCTURAL FAULTS CONT`DCONT`D

Substantial deformation of structural members

Cracks evident in exostructures (i.e. lifting frames, tank frames, bottle racks etc)

Excessive corrosion evident in structural members

Tears or holes in body work of dry watertight units

Damage to lifting gear liable through contact with the load

Damage to shackles liable through contact with the load

Excessive damage to fork lifting pockets

Deformation of floor under load

Lifting lugs not aligned to centre of unit

No forklift pockets. packers on underside



LIFTING GEAR/SLING MARKING FAULTSLIFTING GEAR/SLING MARKING FAULTS

No safe working load No O-90º

No date for last test or examination Safe working load illegible

0-90º illegible Date of last test illegible

No unique mark on slings Unique marks illegible

Markings not permanent Markings not prominent

Batch only markings given

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A-ESCO LLCA-ESCO LLCTRAININING PRESENTATIONTRAININING PRESENTATION

LIFTING APPLIANCE MARKING FAULTSLIFTING APPLIANCE MARKING FAULTSNo tare weight No safe working load (where applicable)

No gross weight Tare weight illegible

Safe working load illegible Gross weight illegible

No unique mark Unique mark illegible

No date of last test or examination

Date of last test or examination illegible

Markings not prominent Markings not permanent

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LIFTING APPLIANCE MARKING FAULTSLIFTING APPLIANCE MARKING FAULTSCont`d

Hazard `diamonds` not displayed when necessary, one on each face

No test plate fitted No hatching or contrasting colour

No solid border or contrasting colour on roof

No ID number on all four sides No ID number on the roof

Appropriate hazard labels not fitted Incorrect hazard labels fitted

No date of last proof load test on test plate Hazard labels are incorrect size

Old hazard labels on appliance



TANK FAULTSTANK FAULTS

Appropriate hazard labels not fitted Incorrect hazard labels fitted

No user notes affixed firmly to the tank Incorrect user notes fitted to the tank

Discharge valves not locked OFF Incorrect valve arrangement fitted

Upper tank closure leakage Lower tank closure leakage

Tank vessel damage Exostructural damage

Closure flange loose Valve loose

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TANK FAULTSTANK FAULTSExcessive corrosion evident on tank vessel

Insufficient ullage space allowed

Hatch gratings damaged or loose

Valve integrity not re-certified at required levels

Tank vessel integrity not re-certified at required intervals

Tank contents monitoring equipment faulty

Level monitoring device inoperative or faulty

No dangerous goods declaration certificate supplied with hazardous materials

Excessive venting from relief valve

Hazard labels are incorrect size



LOADING, SECURITY AND GENERAL FAULTSLOADING, SECURITY AND GENERAL FAULTSPlate and tubulars in same bundle

Plate and angle in same bundle

Angle and tubulars in same bundle

Goods supplied in unbraced wooden crates

Goods not containerised

Goods supplied unslung, not ready for shipment

Load improperly secured

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Gas bottles presented for shipment in appliance other than a recognised and approved gas bottle rack

Gas bottle secured by fibre rope

Load liable to receive excessive damage in bad weather transit or transfer

Loose loads fastened together by fibrous methods

Bundles of steel, pipe etc, not double wrapped and bulldogged with tie-wrap (or similar) through reeved eye

Cargo protruding from appliance (susceptible to damage)

Detached door seals on watertight units

LOADING, SECURITY AND GENERAL FAULTSLOADING, SECURITY AND GENERAL FAULTSCont`dCont`d

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Double wrapping ineffective – loose

Incompatible gases supplied in same appliance

Open top container supplied without cover and having no drainholes

Dangerous goods supplied without a dangerous goods declaration certificate

Doors not secure

Door net not fitted or missing

No net fitted to general cargo basket containing waste

No tag lines on loads over 45ft long or loads with a large surface areawhich may act as a sail

Any loose items/debris on roof or frames liable to fall off and cause injury

LOADING, SECURITY AND GENERAL FAULTSLOADING, SECURITY AND GENERAL FAULTSCont`dCont`d



DOCUMENTATION, DANGEROUS GOODS DOCUMENTATION, DANGEROUS GOODS MANIFESTING LABELLING FAULTSMANIFESTING LABELLING FAULTS

No chemical data sheet Incorrect chemical data sheet

No hazard labels No user labels

No dangerous goods certificate

Incorrectly completed dangerous goods certificate

Incorrect hazard labels Incorrect user labels

Unsuitable packaging/containerisation

24hrs notification for explosive/radioactive materials not given as per Harbour Board requirements

24hrs notification for lifts of 7000kg and over not given

Non compliance with IMDG code



GUIDELINES FOR BACKLOADING CARGOGUIDELINES FOR BACKLOADING CARGO

The following simple guidelines can be used for backloading cargo from an offshore location to shore. Responsibilities for backloading cargo should be clearly defined

(1) Is the lift necessary?(2) Could the container be better utilised?(3) Have you checked the test plate?(4) Are the strops secure and damage free?(5) Are the shackle pins secure?(6) Are the contents secure with the cargo net in place?(7) Are the doors secure and tagged?(8) Have you checked the top/sides and forklift pockets for loose objects?(9) Is the container properly labelled? (10) Have old “Dangerous Goods” labels been removed?(11) Are there any “Dangerous Goods” labels required?(12) Is the manifest complete?(13) Is a tag line required?(14) Do you know the actual weight?



CARGO GUIDANCE SHEETSCARGO GUIDANCE SHEETSCargo Guidance Sheets outline the principal points to be considered whenpreparing cargo of any description for presentation to a supply base forshipment to and from offshore installation

Many suppliers will use their own CCU’s. Where these appliances requireto be modified, or new ones built, the Clients Cargo Handling Section maygive advice on Standards to be worked to, and handling methods preferredby the Company

Sheets 01 to 08 illustrate some types of CCU’s which are common use fortransporting material to and from offshore installations. These areaccompanied by notes of the particular features and characteristics of each

Further sheets highlight categories of cargo which may create special problemsduring handling, transport or offshore transfer, and give guidance on thecertification and standards of construction of handling equipment

This type of appliance currently represents the poorest method of transporting anymaterial. It is intended that with the availability of appliances currently under construction, which prove less expensive to service and be safer to use, these units will be dedicated for shore use only.

However, whilst they remain in service, any cargo in them should be properly secured and the whole unit covered with a rubbish skip cargo net, a supply of which, for owned units, is available from materials handling section.Although they may be stacked, this should never be done onboard a supply vessel,and only performed onshore with the lifting gear removed.

SKIPSSKIPS



LIFTING LIFTING FRAMESFRAMES

These units can accommodate any type of cargo and provide a stable and secure lifting medium which has the facility of being able to be altered to suit, or it can form the fixed frame around a pump, compressor or other type of unit.Whatever is inside the frame should be securely fastened, with no partsprotruding to get damaged, or to damage other cargo.All fastenings should be metal, and mountings should be bolted or welded.The main load and stress bearing structures should be subjected to test loads and

Magnetic particle inspection as required by BS. EN 12079.The depth of examination is necessary because this type of unit, with no side stiffness is liable to receive impact damage sufficient to cause structural deformation. ______________________________________________________________________________


GENERALGENERALPURPOSEPURPOSE

TANKSTANKSThese tanks are significantly different from the IMO class 1 tanks. The materials they are to carry should be of an innocuous nature. The type of contents should be clearly marked on the outside.

Valve works shall be proven to be sound and the tank frame and vessel shall be

inspected to BS. EN 12079.Valve opening handles are to be secured to prevent accidental opening.

Tank closures are to be sealed with non porous materials.______________________________________________________________________________A-ESCO LLCA-ESCO LLC


PIPEPIPECARRIERSCARRIERS

CCU`S used to lift bundles or pieces of small bore or expensive pipe sections are often made from ex-drilling materials.The materials used in fabrication may have become available because they are no longer suitable for their original purpose, therefore, it is important that the integrity of the material to be used in the fabrication is checked carefully, or the units rebuilt, if the integrity of the material is in doubt.When loading the cargo, particular attention should be paid to it's weight and safe working load of the appliance.When the appliance exceeds 20 ft in length forklift pockets must be fitted in accordance with ISO 1496-1





GASGASBOTTLE BOTTLE RACKSRACKS

Gas bottles should only be transported in approved racks/carriers, never in closed CCU`SAll gate or door fastenings must be secured and locked to prevent accidentalrelease of cargo. Part full racks/carriers must have the cargo prevented frommoving by bottle restraints or by a bar welded across the structure to hold the bottles in place, or some other method (not rope) as agreed with the cargo Handling section. If a welded bar is used, a Hot Work Permit will be required to remove the bar.Gas bottle racks should provide adequate protection to the cylinder valves toprevent the potential for damage to the cylinder valves from dropped objectsor lifting slings from becoming entangled.

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IMOIMOCLASS 1CLASS 1TANKSTANKS

IMO CLASS 1 TANKS often contain hazardous substances which must be clearly Identified. Such tanks should carry all labels required by the International Maritime Dangerous Goods (IMDG) Code, Code SI 1747.

As well as `hazards diamonds` the tank should have firmly fixed to it, a waterproofpocket containing user notes, sufficient to advice the offshore operators of the hazards involved in using the material, and the course of action to be taken in the event of accidental release of the contents.

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IMOIMOCLASS 1CLASS 1TANKSTANKS

Cont`dCont`d

All valves must be secured, and tested in accordance with the regulations.Users should also ensure tank integrity in accordance with the following :-(1) BS-EN-12079(2) LOLER(3) THE INTERNATIONAL MARITIME DANGEROUS GOODS CODE(4) THE MERCHANT SHIPPING (DANGEROUS GOODS) REGULATIONS

1981(5) DOT. CARRIAGE OF DANGEROUS GOODS IN SHIPS.

When the unit exceeds 20ft in length, forklift pockets must be fitted in Accordance with ISO 1496.

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MODULESMODULESUNITSUNITS

Although these units are not strictly a type of CCU, the slings and the lifting points still have to be proven capable of safely supporting the weight of the unit, which in many cases is considerable, therefore, the whole structure should be treated as a CCU

The unit must be marked with all information required under BS.EN-12079.However, instead of the SWL, the unit should be marked with its tare/grossweight, unless it is likely to be used to transport tools etc; when SWL data should also be given

When the unit exceeds 20ft in length, forklift pockets must be fitted in accordance with ISO 1496

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MINI MINI CONTAINERSCONTAINERS

These units are the most common typefor shipping cargo. The criteria used todecide shipping suitability are given inthe Code Series Sheets and in earliercargo Guidance Sheets. However, theillustration above of the latest type of container shows most of the features of acontainer. These are: one locking post per door; facility for labelling; clearidentification of unit; good condition; sound structure; and a door safety net.The lifting gear (fifth leg) should be placed over the back of the container toprevent damage to the lifting gear during transportation and allow the doorsto be openedClosed containers should not be used for fuel gas cylinders, e.g. Propane,acetylene. These should be transported in cylinder racks or open skips (incase of Propane). The owner’s name should be shown as well as all the weightsand examination data

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MINI CONTAINERSMINI CONTAINERS cont`dcont`dFor examination and marking purposes, the unit and the slings should be considered separate entities. It is recommended that mini-containers have forklift pockets on all 4 sides.Shelved containers should only be used for the transportation of palletised materials and only where there is a safe method of removing the pallets at the point of receipt

The following guidelines apply when using shelved containers:

(1) Ensure the shelf is fitted correctly and locked in place(2) Ensure that the pallet weight is not in excess of the safe working load of the shelf(3) Ensure that the palletised goods are securely stowed and held on the pallet(4) Always load the bottom shelf first and discharge the top shelf first(5) Ensure that the container has a separate cargo retaining net for each shelf and

that they are secured in place when the container is laden(6) Goggles must be worn when opening the doors on containers being used to transport palletised chemicals as wind turbulence can possibly result in air blown particles entering the eyes(7) Care must be taken to prevent sack damage when removing palletised chemicals from the containers using a forklift

All shelves must be subject to BS-EN-12079

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TUBULAR TUBULAR MATERIALSMATERIALS

This category of cargo creates problems which, though not unique to it, are moreserious should an accident occur. Only pipes of the same nominal diameter shouldbe bundled together, and numbers in that bundle should not be such that the middle pipes are liable to slip through lack of bundle tightness.

The bundle must not have in it, length’s of steelwork etc, which may slip during transit. The whole load must be slung with two slings, each of which must have a SWL of at least equal to the gross weight of the load. The slings must be placed approximately 25% of the length of the load in from each end and be double wrapped.

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TUBULAR TUBULAR MATERIALSMATERIALS

cont`dcont`d

The live wire of the each sling which is held by the crane hook should be reeved through the eye at the other end of the sling and have a bulldog fastened onto the live wire above the reeved eye to prevent it from loosening during transit. the reeved eye should have a tie-wrap or similar, through it and round the live wire to prevent the reeved eye slipping over the bulldog when the load shifts and loosens on the deck of the supply vessel.

NOTE: These same rules apply to sections of steel or any other long smallsection metallic loads. All lifts in excess of 45ft long shall be required to be delivered with ONE TAG LINE OF 25FT MINIMUM LENGTH.

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FLAT LOADSFLAT LOADS(LOOSE)(LOOSE)

These items of cargo are often presented for shipment bound with wire ropes for loose stowage on the decks of supply vessels. This method of handling is undesirable as the cargo may shift during transit and damage other cargo, and possibly injure personnel during shored offloading operations.

(1) Obtain a cargo basket or half height CCU suitable to accommodate the cargoflat. Secure the cargo to prevent movement, or releasing itself under tension,as this can lead to steel plate etc becoming dangerous flying objects

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FLAT LOADSFLAT LOADS(LOOSE)(LOOSE) cont’dcont’d

(2) If a receptacle of a suitable size is not available, the cargo should be stored securely into a larger one, with dunnage or other cargo, up to the SWL or pay load of the appliance. Drums, cans or fuel cylinders should not be regarded as suitable “other cargo” due to risk of rupture and the consequent release of perhaps harmful or dangerous vapours or liquids.

(3) Slings should be left around the cargo, to enable easier unloading offshore.

(4) Due to large quantities of scaffold boards going offshore, the accepted methods should be as bundles of tubulars strapped together by adequate banding. In the event that bundles are not strapped together, nets should be fitted over each end.

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REELSREELSReels containing drilling lines, hoses, wire,etc shall be shipped using a frame as shown above left) These frames are to be treated as lifting a appliance and should be in accordance with BS-EN-12079

Previously reels (above right) were shipped with a sling passed through the central core or wrapped around the core. Because of incidents this method is no longer used.

The choice of frame will depend on the size and weight of the reel.When reels are shipped loose and (in a frame) they are best loaded into an opentopped appliance to facilitate vertical unloading offshore. The open top should be of a size that restricts movement during transit. If movement seems inevitablethen effective wooden shoring should be used.



CONTAINERISINGCONTAINERISINGLIFTING APPLIANCESLIFTING APPLIANCES

All equipment, especially heavy items, must be securely fastened inside CCU’S

The practice of putting a CCU that does not meet shipping standards into alarger receptacle which does, is not allowed

Any such cargo intercepted as unsuitable for offshore shipment will be rejected by the client’s cargo handling section prior to shipping

Also, any slings or strops used on gear inside a receptacle shall meet the criterialaid out in this chapter

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COLOUR CODESCOLOUR CODESON CARGOON CARGO

HANDLING SLINGSHANDLING SLINGS

Only transit slings for pipes may be colour coded. The coding is on the principalsling ferrules as shown above. Contractors and suppliers may also use thistechnique instead of date stamping (stamping may weaken a ferrule andeventually reduce it’s lifting power).

Where suppliers elect to use the colour coding method, they must contact the CLIENTS Cargo Handling Section), and there cargo must be accompanied to the Cargo Handling Section by the appropriate copy certification.



STANDARDS FOR STANDARDS FOR CARGOCARGO

HANDLING SLINGSHANDLING SLINGS

SLING ASSEMBLIES SHALL BE DESIGNED AND CONSTRUCTED INACCORDANCE WITH BS-1290 / BS-EN- 13414-1 FOR 1.3 X MAX GROSS WEIGHT OF THE UNIT TO WHICH IT IS TO BE FITTED, EFFECTIVELYINCREASING THE DESIGN FACTOR OF SAFETY OF 5/1 TO 6/1. THE S W L OF SLING ASSEMBLIES AND ASSOCIATED GEAR SHALL BE CALCULATED USING THE UNIFORM LOAD METHOD.

RATING STAMPED ON LIFTING SET. 1.3 X MAX GROSS WEIGHTSTAMPED ON THE CONTAINER PLATE



STANDARDS FOR STANDARDS FOR CARGOCARGO

HANDLING SLINGSHANDLING SLINGSSome components of handling slings have deformed under normal offshoreconditions of use because of being constructed using commercial grade materialsand not the appropriate standardised materials. Commercial grade materialsmust not be used for cargo handling purposes.

The illustration shows the standards appropriate to different sling componentsand these should be adopted progressively as the opportunity arises, e.g., atrepair intervals. Four, three and two legged sling assemblies main ring in the master assembly shall have minimum dimensions 270mm x 140mm.

‘R’ clips should not be used because of the risk of them getting knocked out

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20FT CCU’S20FT CCU’SOPEN TOPPEDOPEN TOPPED

Unlike other open topped lifting appliances these units have relatively well sealeddoor openings and often no floor drain holes. This means that if filled with waterduring shipment offshore, it cannot drain, and up to 36 tons of water may be contained in a 20 ft unit.

To reduce of this occurring and a crane being overstressed or damaged when a lift is attempted, all open topped containers must be covered with a secure closure, e.g. a tarpaulin properly lashed down and supported across thecontainer. The support will prevent a build-up of water on the cover

Where a tarpaulin is not used, the unit must have drainage holes

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MESH SIDED MESH SIDED CARGO BASKETSCARGO BASKETSMesh sided units are not acceptable as general purpose baskets.

These baskets are not suitable for general shipment of materials which shouldalways be shipped in units having solid sides and ends

Certain lightweight materials may be transported in mesh sided baskets, providedsufficient bracings are used in construction of the unit to constrain the materialbeing shipped, the mesh providing only an additional safety feature

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MESH SIDED MESH SIDED CARGO BASKETSCARGO BASKETSAny mesh fitted must be maintained flush and unbroken to prevent injury topersonnel

Suppliers who may wish to have mesh sided baskets approved for dedicatedmaterial should contact the Cargo Handling Section who will advise on the acceptability of these baskets. (for specified lightweight material only)

Forklift pockets should be fitted. The cargo should be balanced inside the basketto avoid a turning movement onto the forklift

cont’dcont’d



SHIPPING SHIPPING COMPACTCOMPACT

HEAVY ITEMSHEAVY ITEMSOccasionally, small loads (that are heavy) can cause extensive damage to theircarrying appliances and consequently be difficult to remove on arrival at theirdestination

Any such loads, e.g. power slips/ elevators etc, should be well secured by lashing or bracing (no fibrous means) into an open top or half-height container or basketso as to prevent excessive movement during transit and also in a manner tofacilitate it’s removal by crane at it’s destination

The unit should have drainage holes and be fitted with forklift pockets



CONTAINERISATION OF RADIOACTIVE CONTAINERISATION OF RADIOACTIVE SOURCES/CONTAINERSSOURCES/CONTAINERS

To reduce the possibility of cargo handling incidents, the shippingrequirements in respect of radioactive sources of all types presented forshipment by supply vessel are as follows:(1) Packaging and labelling of radioactive sources/containers shall be in accordance with The Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations SI 1990 No. 2605(2) Radioactive source containers shall be transported in dedicated cargo carrying units only(3) The cargo carrying unit in (2) will be characterised by having the following features:(a) They shall be of distinctive design, being no larger than necessary to carry the requisite number of sources and any other systems required(b) They shall be of distinctive livery and bear the required labels, user notes etc.(c) They shall be closed (but by venting arrangements, on immersion in water will sink quickly to the sea bed)(d) They shall have door(s) with at least two mutually independent securing methods, one of which shall be under lock and key, and available for inspection



CONTAINERISATION OF RADIOACTIVE CONTAINERISATION OF RADIOACTIVE SOURCES/CONTAINERSSOURCES/CONTAINERS cont`dcont`d

(e) The CCU shall be fitted with a buoy and line recovery/marking system capable of self deployment in case of loss overboard in depths encountered in its operational area (on average this line length shall be 600ft). An alternative would be a salt water activated pinger tuned to the bell rescue frequency(f) Individual source CCU’s inside the shipping CCU shall be secured by chain, safety hook and shackle arrangement to an integral part of the interior of the CCU. The source CCU referred to is the primary one, not the aluminium CCU(g) The chain for (f) shall only be of the length necessary to facilitate loading and unloading operations.(4) A Dangerous Goods Declaration similar to that held by the Cargo Handling Section shall accompany each CCU presented for shipping(5) 24 hours notice prior to shipping is required as per Harbour Regulations

Consignors of cargo are reminded that cargo presented unfit for shipping will be rejected by the Cargo Handling Section and returned to the originator



CARGOCARGOINTEGRITYINTEGRITY

Containerised cargo consisting of items of different weights are prone to damage during transit if loaded incorrectly. To reduce the possibility of damage, thefollowing shall apply:(1)When loading a CCU with varied items, consideration should be given to the size, shape and weight of the goods, so that when packed and in transit, they remain stationary within the CCU and arrive at there destination in a usable condition(2)If necessary, as well as loading lighter/more fragile goods on top of heavier items, the heavier items should be separately secured to the container so that more appropriate lighter lashings can be used ton secure the lighter loads

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COMPACTORSCOMPACTORS

Offshore locations are requested not to continue filling the compactor after the machine has been turned off, thus leaving the charge box full of rubbish. This would prevent an operator having to climb onto the compactor to remove The rubbish by hand and would reduce the risk of injury due to falling waste or cuts from sharp objects

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COMPACTORCOMPACTORBAGSBAGS

Recently, there has been a gradual introduction, on smaller rigs/platforms ofusing permanent offshore compactors. Generally these units use ‘single trip’bags which are for the movement of the ‘galley waste’ only

Instances have occurred where these bags have been back loaded onto the decksof supply vessels direct from the deck of the rig/platform. This practice is forbidden. The bags shall only be back loaded in a suitable appliance

Although the above refers to ‘single trip’ bags there now exists’ multi trip’ bagswhich are in common use. These bags are received, emptied, checked and thenre-used. The back loading rule above applies equally to this type of bag

Technology

Ccu 1 day training course