15_Design and Handling of Cargo Baskets

Design and Handling of Cargo Baskets

Guidance

1 GENERAL 31.1 Scope 3

1.2 Definitions 3

2.0 STANDARD DIMENSIONS 42.1 Lengths 4

2.2 Widths 4

2.3 Heights 4

3 DESIGN OF FORK POCKETS 53.1 Fork Pocket Spacing 5

3.2 Fork Pocket Welding 5

4 PADEYES 6

5 HORIZONTAL LIFTS (BALANCE OF LOADS) 7

6 SNAGGING HAZARDS 86.1 Snagging Hazards inside the Basket 8

6.2 Snagging Hazards outside the Basket 8

7 DROPPED OBJECTS 97.1 Design of Floor 9

7.2 Design of Sides 9

7.3 Design of Base 9

8 STACKING ARRANGEMENTS 108.1 Stacking Mechanisms 10

8.2 Stacking Compatibility Markings 10

8.3 Stacking Onshore 10

9 CARGO SECURING METHODS (CONSTRAINING CONTENTS) 119.1 Tie Down Points 11

9.2 Cargo Securing Methods 11

10 SAFETY MARKINGS 1210.1 Basket Top 12

10.2 Basket Ends 12

10.3 Stacking Information 12

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11 TAG LINES 13

12 PLANNING 1412.1 Planning / Design Engineer

12.2 Cargo Basket Selection 14

12.3 Loading and forwarding 14

12.4 Loading plans 14

12.5 The Planning and Securing of Components into Cargo Baskets 15

13 INSPECTION & LOADING 1613.1 Cargo Basket Selection 16

13.2 Inspection of Cargo Baskets before loading 16

13.2.1 External Inspection checks 16

13.2.2 Internal Inspection checks 16

13.3 Loading the Cargo Basket 16

14 TRANSPORT 1814.1 Securing of Cargo 18

14.2 Vehicle Loading 18

15 RECEIVER, FREIGHT FORWARDER AND VEHICLE DRIVERS 1915.1 Risk Assessment 19

15.2 Load Security and Inspection procedure 19

16 OFFLOADING and BACKLOADING OPERATIONS 2116.1 Onshore yards 21

16.2 Quayside / Rig loading or offloading to or from Supply Vessel 22

16.3 General Workings of Supply Vessel 22

16.4 Unloading Cargo Baskets Onshore / Offshore 23

17 STACKING OFFSHORE 2417.1 Additional Deck cargo Basket Stacking Provisions 24

18 REFERENCES 25

2

The size and variety of General Cargo Baskets is diverse.Events over recent years have demonstrated that theproliferation of baskets in use needs to be addressed andmeasures put in place to standardise the design of newbaskets (and in time existing baskets) such that new buildsare similar in terms of design and dimension. Crucial areasare the standardisation of dimensions and stackingmethod.

The use of Cargo Baskets on and offshore is also an areaof great concern and the safe stowage of components incargo baskets requires those who are involved to be awareof the risks. A risk assessment of the activities shall beconducted to assess and establish a safe system of work.This shall take into account the need for pre - planningduring the loading and stowage and include anynecessary evaluation of the manual and mechanicalhandling risk and access/egress to the basket. Thepersonnel involved shall be competent in stowage ofcomponents into cargo baskets this will include sufficientknowledge, experience and training in the use of cranes,forklift trucks, manual handling and banksman / slingerwhere appropriate, commensurate with theirresponsibilities.

This document sets out guidelines and recommendationsin order to achieve these goals.

1.1 Scope

This guidance is relevant to the design of new build cargobaskets ≥ 10 metres in length (for baskets ≤ 10m in length,similar designs may be adopted in due course).

This guidance is also relevant to the Safe Preparation,Handling and Transportation of all Cargo Baskets to andfrom Offshore.

Baskets not complying with these guidelines will bephased out of use by 2010.

The recommendations in this guidance are in addition tothe requirements of BS EN12079 and / or DNV CN2.7-1.

NB: The British Standard BS7072 (1989) is considered aswithdrawn and all new baskets shall be manufactured toBS EN12079 and / or DNV CN2.7-1 . Existing Basketsmade to BS7072 prior to October 1999 may still be used inthe UK at this time.

1.2 Definitions

1.2.1 Primary structure

As defined in BS EN12079 and DNV CN2.7-1.

1.2.2 Cargo Basket

An open top container for general or special cargo.Normally not more than 1830mm wide.

1.2.3 Special

A cargo basket that has been designed for a specificpiece of equipment and is not used for any purpose otherthan that.

N.B: For these special purpose baskets it is anticipatedthat these guidelines shall be applied as far as reasonablypracticable.

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2.0 Standard dimensions

The standard dimensions shall be as per the followingtable:

Table of standard basket dimensions

X = Recommended basket dimension.

N/R = These basket dimension are not recommended(N/R).

2.1 Lengths

Lengths of baskets shall be standardised as follows:

10metres, 12metres, 14metres and 16metres - maximumexternal dimension.

(NB: length was limited to 16m based on maximum lengthreadily transported by road).

2.2 Widths

Widths of baskets shall be standardised as follows:

610mm, 1220mm and 1830mm - external dimension.

(Note: Widths were derived based on compatibility for roadtransport).

2.3 Height

Baskets greater than or equal to 10m in length shall notexceed 1120mm at top rail. Excluding pad eyes andstacking mechanism.

(NB: Height was derived from using an angle of tilt of 15degrees for 2-stacked baskets 610mm external width.(Typical intact stability damage angle for a SemiSubmersible Drilling Unit)

Where a requirement for a basket outwith the abovedimensions has been identified due to specific cargo orequipment, this will be considered as a special. (Ref. 1.2.3)

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Dimensions Length

Width 10m 12m 14m 16m

610mm X X N/R N/R

1220mm X X X X

1830mm X X X X

In addition to requirements detailed in European StandardEN12079 sect 5.4.5,

All baskets shall be fitted with forklift pockets and bedesigned as follows:

Forklift pockets shall pass through the base side rails andthe opening of the pocket shall be clear of the ground by aminimum of 45mm to avoid picking up debris. The baseside rails shall be large enough to maintain sufficient sheararea in way of the forklift pocket cut out.

The forklift pockets shall be designed and located in theside base rails so that all free edges of the forklift pocketsare stiffened by the side base rail.

3.1 Fork Pocket Spacing

It is recognised that DNV certification note 2.7-1 allowsforklift pockets spaced at 900mm for empty handling up to12m long, however these guidelines recommend that the2050mm spacing be adopted.

3.2 Fork Pocket Welding

Forklift pocket shall be fully welded to minimise wateringress and corrosion (rust traps).

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Basket Length Recommended Fork Pockets Spacing

10m 2050mm Loaded & Empty Handling

12m 2050mm Loaded & Empty Handling

14m 2050mm Empty Handling only

16m 2050mm Empty Handling only

Typical Forklift Pockets. Typical Forklift Pockets.

All cargo baskets shall be fitted with a minimum of 4 padeyes.

Pad eyes shall not be an integral part of any stackingmechanism. Baskets shall be designed such that the padeyes and lifting sets are suitably protected from damagewhilst stacked.

Pad eyes shall be designed in such a manner that whenthe shackle is fitted it does not protrude out with theboundary of the basket.

ISO corner fittings (corner castings) shall not be fitted onthe top rail of any cargo basket.

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The lifting arrangement of baskets shall be designed toensure the basket is lifted horizontally.

The fitting of additional pad eyes to accommodatehorizontal lifting of unbalanced loads is considered asspecial.

For unbalanced loads, the lifting set shall be designedbased on the centre of gravity to provide a horizontal lift.

In order to provide guidance, the following criteria shouldbe used to assist in the decision making process, relativeto baskets which appear to be of an unbalanced nature.

• 0.45m in a lift of 15m long

7Typical lift showing a balanced load. Typical lift showing an unaceptable unbalanced load.

The basket shall be designed in such a way that snagginghazards are eliminated.

6.1 Snagging Hazards Inside the basket

The internal design of the basket shall be to avoidsnagging of the lifting set during lifting.

For all open top baskets, prior to lifting operations theOwner / User shall carry out a risk assessment to ensurethere is no risk of the lifting set fouling on any equipment orcargo fitted inside the basket, if a risk exists then a meansof prevention shall be adopted.

Prevention may be by means of a cover (lid) or by fitting atarpaulin or cargo / safety net. (Note: fixtures for attachingsuch protection shall be fitted and designed so they do notextend outside the external boundary of the basket andcannot be damaged by the cargo).

Typical internal snagging hazard.

6.2 Snagging hazards outside the basket

The design of the base shall be designed in order to avoidsnagging hazards the base shall be designed using boxsections of the same size of section on all 4 sides.

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In order to mitigate the potential for dropped objects allbaskets shall be designed as follows:

7.1 Design of Floor

All baskets shall have a fully plated floor with adequatedrainage.

7.2 Design of Sides

All open sided baskets shall have a minimum of 150mmhigh kick flat fitted all round the perimeter of the floor.

7.3 Design of Base

The base of the basket shall be designed to minimise thepotential for foreign objects e.g. stones being picked up.

Box section shall be used for fabrication of the base.Channels or beams shall not be used.

(See also section 3: Design of Fork Pockets).

9Example of potential dropped object. Floor of basket showing typical drainage hole.

Subject to satisfactory risk assessment baskets may bestacked offshore to a maximum of 2 high providing theymeet the requirements of these guidelines.

Baskets must not be stacked on offshore support / supplyvessels.

8.1 Stacking mechanisms

Stacking mechanisms shall be designed to securely holdthe top basket against impact and environmental forces.

The stacking mechanism shall be designed to avoiddamage to both baskets.

Baskets of the same length and width with the stackingmechanism that comply with these guidelines may bestacked.

In addition baskets of a smaller length and same widthbasket may be stacked on a longer basket with same widthprovided the stacking mechanism complies with theseguidelines.

The stacking mechanism shall be designed in order thatthe lifting set is protected from damage during stacking.

For 10m to 16m long baskets standardised stackingmechanisms shall be designed with 8m centres.

Baskets of different widths shall not be stacked.

8.2 Stacking compatibility markings

The stacking mechanism shall be marked in a contrastingcolour in capital letters of 75mm minimum height adjacentto the mechanism at all four points. The following tableindicates the lettering convention to be used.

8.3 Stacking Onshore

Stacking of baskets onshore is not covered in theseguidelines.

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Dimensions Length Stacking

Width 10m 12m 14m 16m Type

610mm 6A 6A N/R N/R A

1220mm 12B 12B 12B 12B B

1830mm 18C 18C 18C 18C C

Shown below is the recommended stacking mechanism that should be fitted to all baskets.

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9.1 Tie down points

To avoid being damaged by cargo the tie down points shallbe of a hinged type and designed to withstand a pull forceof at least 10KN.

Tie down points shall be fitted in pairs with a maximum of1 metre spacing along the length of the basket.

The tie-down points shall be designed for use with bandingand webbing.

Tie-down points shall be subject to a regular close visualinspection.

Fixed welded type shall not be fitted.

9.2 Cargo securing mechanisms

Where tie-down points are considered insufficient tosuitably restrain the cargo other alternatives such asclamps or goal post arrangements shall be used.

Goal post arrangements should be fitted at 1metre fromeither end of basket, there after at a maximum of 2 metreintervals along the full length of the basket. Cradle designsmay be developed to suit cargo which will utilise the goalposts.

The alternatives shall be designed with regard to manualhandling limitations and be capable of being lifted andinstalled by one person. They shall be designed to preventany snagging of the lifting sling assembly.

Where baskets have such securing mechanisms that areremovable the basket may be accompanied with a basketparts list.

Shown below are some examples of alternative restraining devices fitted to current cargo baskets.

Typical tie down point.

All Baskets shall be suitably marked as specified in BSEN12079 and DNV CN2.7-1 and in addition as follows:

10.1 Basket Top

The top rails of the basket shall be marked with hatching ina contrasting luminous colour; this may be painted orreflective tape (e.g. photo louminescent).

10.2 Basket Ends

The external vertical end rails (corner posts) of the basketon all 4 sides shall be marked with hatching in acontrasting luminous colour, this may be painted orreflective tape (e.g. photo louminescent).

10.3 Stacking Information

Baskets designed for stacking shall be suitably identifiedas detailed in section 8.2.

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A facility to allow the use of tag lines shall be fitted neareach end of the basket and marked accordingly ‘Tag LineOnly’; these shall be suitable for a minimum load of 10KN.These shall not be a snagging hazard and shall bedesigned so they do not extend out-with the boundary ofthe Basket. Use of Tag lines shall be as per the UKOOArecommendations.

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Typical Tag Line Fixture Point

12.1 Planning / Design Engineer

The Design Engineer responsible for the design ofcomponents (Cargo) must take into account the supplychain requirements before procurement / selection of aCargo Basket, consideration given to the limits of availabledeck space, lifting and securing of components into anappropriate standard size Cargo Basket and thearrangement at the consignee final destination.

12.2 Cargo Basket Selection (Planning and Loading)

The correct selection of the appropriate basket is veryimportant. Due consideration must be given to thefollowing factors that affect the size and type to be used:

1) The characteristics of the components.

2) The loading and unloading restrictions that may beencountered.

3) The mode(s) of transport and any foreseeableconditions that may be encountered.

4) The availability and suitability.

5) The dimensions and gross weight of the loaded basketand the mode of carriage and any problems that couldbe encountered with the traffic regulations en-routewhere applicable.

12.3 Loading and Forwarding

The vendor must obtain information and / or seekassurance prior to the dispatch of a cargo basket(s) thatthe proper lifting equipment and facilities are suitable ateach stage involving loading, unloading during transit andalso at the final destination to ascertain if:

1) The site(s) have adequate overhead / mobile cranes orforklift trucks.

2) The site(s) lifting equipment is suitable and within thecapacity needed.

3) There is a dedicated area for loading and unloadingoperations and is it adequate and suitable.

4) Access and egress is sufficient and free from anyrestrictions or other imposed limits at the sites such asvehicle size etc.

5) There are any special site requirements needed such asan induction etc.

NB: The vendor will normally only need to gather theinformation once if the shipping arrangementsinvolved are handled by the same sites on a routinebasis.

12.4 Loading Plans

Trained competent persons familiar with loadingoperations shall formulate loading plans. Adequatesupervision for routine and non-routine lifts shall beavailable as appropriate.

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12.5 The Planning and Securing of Componentsinto Cargo Baskets

Before commencing the lifting operation an assessmentmust be worked out to secure the components into anycargo basket. Advice from a competent person shall besought. The assessment must take into account the goodscharacteristics and compatibility of strength and weight tobe loaded and produce a tight or secure load.

1) A standard size Cargo Basket should be selected fromthe sizes specified section 2.0 of this guidance.

2) The planned load must not exceed the pay load of theCargo Basket, which is stated on the certification anddata plate.

3) The Cargo Basket shall be designed assuming that theload is to be evenly distributed over the complete floorarea of the basket. Where there is substantial deviationfrom uniform loading slings manufactured to suit theCentre of Gravity of the Loaded Basket shall be used.

4) The loading of all baskets shall be such that nocomponents exceed the external dimensions of thebasket. It is however recognised that in some instances,the cargo may protrude above the top rail of the basket,at no time should the cargo protrude out with thesidewalls or end of the basket. In these cases a detailedrisk assessment must be completed to take intoconsideration the snagging of the cargo by lifting setsand movement during transit which may result in cargofalling outwith the basket.

5) The planning must take into account any problems ofrestricted access or egress and to the availability ofmechanical lifting aids, the use of forklift trucks and themanual handling risks at final destination such as on anoffshore installation.

6) Due consideration should be taken to any shock orimpact during load/unload which may have adetromental effect on the securing arangement integrity.

7) The lifting set shall be made easily accessibility insecure position at or near the top of the basket to allowfor handling and attaching during loading or unloadingin the transport operations. The location of the lifting setinside the basket shall not pose a snagging hazardwhen being lifted.

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13.1 Cargo Basket Selection

All Baskets shall comply with BS EN12079 and / or DNVCN2.7-1 and have valid certification.

Baskets shall:

1. Be of a size that accommodates the contents but notgreater than a Maximum of 15% of the length.

2. Be balanced to lift horizontally.

3. Be stackable to allow safe stacking of compatiblebaskets for optimum storage offshore (max 2 high).

4. Allow for sighting of lifting gear for easy access andprevention of snagging.

5. Items that meet the classification criteria of dangerousgoods or any items so packed marked or labelled willnot be dispatched in a cargo basket unless competentauthority approval has been gained from the MCA

13.2 Inspection of Cargo Basketsbefore Loading.

The Users Representative on all Cargo Baskets must carryout a visual inspection internally and externally prior toloading. This inspection must ensure that the CargoBasket is fit for purpose with no evident damage, whichmay result in the Cargo Basket being a safety risk.

Where the Cargo Basket is not in a satisfactory condition itmust be replaced.

The following is a recommended list of inspection pointsthat shall be used as guidance before loading a CargoBasket:

13.2.1 External Inspection Checks

Adequate lighting provisions must be made to perform asuitable inspection of the cargo basket prior to use.

The inspection should cover the following aspects:

1) The main primary structural framework of the cornerposts, longitudinal top and bottom base rails on all foursides must be free from any visable mechanicaldamage and / or evidence of deterioration.

2) Pad eyes should be in good condition and the shackleshould be a tight fit with hole size being within 6% of thepin diameter and pad eye filling 75% of the shackle gap.

3) The Basket shall be identified and traceable to thecertification

4) A valid data plate should be fitted to the basket.

5) Markings shall be visible as specified in BS EN12079,DNV CN2.7-1 and this document. (See section 10.0).

6) There must not be any significant deformation of thesidewalls or floor which effects the integrity of thebasket.

7) Any labels or marking from previous cargoes that do notrelate to the current load must be removed or covered.

13.2.2 Internal Inspection Checks

1) The basket must be free from any visable damage. Payparticular attention to the floor condition and anyprotrusions that could cause injury to personnel ordamage cargo.

2) The cargo tie down points must be in good condition.(See section 9.0).

3) All sling sets must be protected from mechanical orphysical damage.

4) Ensure draining holes are unblocked and are free fromdebris

13.3 Loading the Cargo Basket

For the safe handling of cargo during loading there mustbe sufficient means of access and egress to the loadingarea taking into account the load and any mechanicalhandling aids.

The cargo shall be evenly distributed over the length andbreadth of the Cargo Basket as far as reasonablypracticable. If cargo items of varying mass are to bepacked into a cargo basket, or where the basket will not beloaded to capacity, either because of insufficient cargo orbecause the maximum allowable gross mass will bereached; then: -

1. The components must be secured so that theapproximate centre of gravity of the components is asclose as possible to the mid length and mid width of thebasket.

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If a Cargo Basket is to be loaded with an uneven weightdistribution then slings should be supplied to suit theCentre of Gravity of the loaded basket. For return trip ofthe empty basket a 2nd set of slings shall be madeavailable and shipped out with the loaded basket.

Using bulks of timber metal structures or a water tank asballast is prohibited.

The cargo should be secured using lashing points asprovided ensuring that lashing points are not overloaded.The cargo tie down points or ring must be well anchoredand be in good condition. The cargo should be securedwhenever practical using ratchet type straps or purposedesigned securing mechanisms. The use of woodenchocks as a securing medium is not recommended.

The person or persons loading the baskets areaccountable for ensuring that the cargo basket is liftedprior to being dispatched to ensure stability and is liftedhorizontally.

17Typical means of lifting a basket to check for balance.

14.1 Securing of Cargo

The cargo basket must be securely fastened duringtransportation. The person(s) responsible for the packingof components into a cargo basket must secure the goodscorrectly as their actions can affect the safety of otherssuch as-

1) Drivers of road vehicles and other highway users.

2) Dock workers when the cargo basket is lifted on or off a ship.

3) The final consignees.

It is important that inspections and checks are made priorto loading and after the components are secured to ensurecargo basket are properly prepared for transport toprevent:

1) Damage to cargo.

2) Damage to the Cargo Basket.

3) Damage to the Cargo Baskets Lifting Set.

14.2 Vehicle Loading

When positioning a cargo basket onto a vehicle for thepurpose of loading ensure that:

The hand brake is applied and engine switched off beforeloading is commenced.

Mechanical hazards must be taken into account and it isessential that the cargo basket is secure against anyreasonably foreseeable movement taking into account themechanical forces of acceleration, deceleration andvibration.

The addition of vertical impacts may also occur duringhandling with forklift trucks or poor driver technique on theroad surface conditions.

It is the responsibility of the driver to ensure that the load isevenly distributed.

18Good example of cargo securing. Bad example of cargo securing. Bad example of cargo securing.

15.1 Risk Assessment

Risk Assessment. - Personnel involved in stowage, loading/ unloading of cargo baskets to / from vehicles, must takeinto account any potential risks. They must ensure thatadditional risks are not created during the operations thatcould affect the health and safety of personnel.

15.2 Load Security InspectionProcedure

All cargo baskets shall have attached a cargo tag to eitheridentify its current transit status as inbound or outboundcargo. The cargo tag shall be annotated by the relevantpersons to confirm that the cargo basket is properlyprepared, packed and sea fastened in a manner to satisfythe conditions that it could reasonably expected toencounter during transport: and

1) The cargo basket has been checked to ensure looseobjects are removed or secured.

2) The lifting accessories are certificated and fit forpurpose.

Drivers, Loaders and Vessel personnel shall ensure that nocargo basket is handled without a valid tag. A cargobasket dispatched without a tag shall be returned to thevendor.

The driver must pass the delivery documents to thereceiver to ensure that adequate provisions have beenmade for the cargo basket. The driver of the vehicle mustliaise with the receiver who will have an appointedcompetent person to deal with and supervise the siteoperations. The appointed person should be aware of theinherent risks and the necessary precautions needed toensure: -

1) Loading operations are properly planned taking intoaccount load characteristics and facilities.

2) The load is kept under control at all times.

3) The vehicle handbrake is applied and the engineswitched off during loading / unloading.

When loaded the driver must ensure, taking into accountany width or height restrictions that the vehicle can enter ordepart the loading area and site.

The driver must ensure that any loose objects are removedor secured before transit

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OUTBOUND LOAD SECURITY INSPECTED

READY FOR TRANSPORTATIONTLM 0316

INBOUND LOAD SECURITY INSPECTED

READY FOR TRANSPORTATIONTLM 0317

® ®

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Load Security Inspection Procedure

This procedure has been adapted from the Talisman Energy (UK) Ltd. process for ensuring the safety and security of cargo during transportation to andfrom offshore installations.

To this end, the term ‘Unit’ can be taken to be CCU’s (Cargo Carrying Units both closed and open top), Tubulars (slung or in frames), Waste Skips,Helifuel Tanks, Chemical Tanks, Specialist Loads (wire line units and other well service packages) Suppliers/Users of the above should nominate a Load

Checker within their organisation to ensure that the procedure is carried out and suitable verification methods implemented to provide an audit trail.

Onshore Load Checker

Prior to loading ofContainer/Tank, nominatedLoad Checker shall carryout a visual inspection ofthe unit to ensure that all

items are properly packed,container doors are

securely closed, and thatno loose items are left lying

on the unit in any place.


Informs the relevant personthat the unit has beenchecked and the LoadSecurity Tag and Label

attached.


Affixes YELLOW LoadSecurity Tie and Label to

the unit.


Removes any loose itemsfrom unit prior to loading

operations.

End-User of Cargo

Uploads/Empties unit and,where applicable, packs

the unit for return to Beachand informs Offshore LoadChecker that unit is ready

for shipping.

Offshore Load Checker

Prior to loading, OffshoreLoad Checker carries out avisual inspection of the unitto ensure that all items aresecurely packed, containerdoors are closed, and thatno loose items are left lying

on the load in any place.

Transporter/Shipper

Refuses to transport/shipunit until Load Security Tag

and Label is attached(therby indicating that load

has been securitychecked).


Attaches ORANGE LoadSecurity Tag and Label and

informs relevant personthat unit is ready to be

shipped back to beach.

Transporter/Shipper

Prior to loading operations(Vehicles/Vessels)

Transporter/Shipper checksto ensure that YELLOWLoad Security Tag and

Label have been attachedto unit.

Transporter/Shipper

Transports/Ships unit torelevant destination.


Arranges for the person/sresponsible for

packing/securing the unitto carry out necessary

remedial action.


Arranges for the personresponsible for packing/securing the unit to carry

out the necessary remedialaction.

Start

End of Process

Does the problemconcern loose

items left on unit?

Is the unit packedsecurely with no

loose items foundanywhere on unit?

Has Load SecurityTag and Label

been attached tounit?

Is the unit packedproperly with no

loose items foundanywhere on unit?

No

No

No

No

YesYes

Yes

Yes

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16.1 Onshore Yards

On arrival at the destination, if no adequate provisionshave been made available for the receipt of the cargobasket, then the driver and receiver shall take no furtheraction until such times as a plan for the safe loading /unloading of the basket has been established and agreed.

An assessment of the site conditions where handling andloading operations are to be conducted should include atleast: -

1) Obstructions such as snagging hazards, power cablesin the vicinity or parked vehicles.

2) Is there any ground condition that could give rise tocausing instability of the load, vehicles or lifting plantinvolved?

3) Unauthorised personnel who are not involved in theoperation.

Access to the vehicle or cargo basket during loading /unloading should be restricted. If there is a need to accessthe vehicle or cargo basket all personnel involved i.e.drivers, loaders and crane / fork-lift drivers should receiveclear instructions as to the actions to be taken, which mayinclude specified safe areas on the vehicle. Prior to anyaccess the following should be considered: -

1) An inspection from the ground should be conductedbefore anyone attempts to access the vehicle and thenonly mount the vehicle only if appropriate accessequipment (e.g. ladders) is available.

2) Only essential personal may access the vehicle.

As there is always a risk of a load any cargo basketbecoming loose or dislodged during transit then inspectionmust take place prior to any handling operations.

If at all possible inspection from an elevated position forexample loading gantry should take place. Any movementor loose objects must be secured or removed prior tohandling.

Cranes or other lifting equipment/accessories should beinspected before use and only operated by competentpersonnel.

1) Only certified lifting equipment or accessories which aresuitable for the task should be used and the safeworking load of that equipment should never beexceeded.

2) Personnel involved in slinging tasks or attaching liftingaccessories must be trained in the proper use of liftingequipment. All personnel must be clear of the vehiclebefore lifting commences.

Where cargo baskets have been placed adjacent to oneanother on vehicle trailers and where a forklift truck isbeing used to offload, caution must be taken to avoid thefork tips protruding beyond the basket being lifted and intothe pockets of the adjacent basket. Great care must betaken during this operation as there is potential to causedamage and personnel injury. It is strongly recommendedthat baskets loaded side by side be staggered on thevehicle trailer to ensure that the fork tips cannotinadvertently engage the adjacent basket causing it to bemoved or lifted.

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16.2 Quayside / Rig Loading or offloading to or from Supply Vessel

All cargo baskets shall have a load security inspection tagattached to either identify its current transit status asinbound or outbound cargo. The cargo tag shall beannotated by the relevant persons to confirm that the cargobasket is properly prepared, packed and sea fastened in amanner to satisfy the conditions that it could reasonablyexpected to encounter during transport: see section 15.1and 15.2.

Before any activities / tasks involving lifting and or loweringoperations are attempted a task risk assessment must becompleted and the findings used to formulate lifting planswhere appropriate in accordance with LOLER and StepChange TRA (Task Risk Assessment) guidance.

Any cargo baskets or loads with configurations that couldcause significant danger to personnel or property must benotified by the vendor to the quayside, vessel or from shoreto offshore installation to ensure adequate provisions and awritten agreement is reached before transit.

Usually a planning meeting is convened on the vessel anda loading plan produced which the vessel master shouldcommunicate to focal point or crane operators at thequayside or offshore installations. Quayside and offshoreinstallations must also plan for the basket(s) with adequateprovisions made to ensure sufficient deck space or landingareas are prepared.

Materials controllers or other so designated persons mustprepare a manifest with an accurate basket weight andsizes recorded and communicate to the crane operator.

The Crane Operator shall clearly communicate to the deckcrew as to the nature of the cargo being offloaded from theattendant vessel. The lay-down area for the offloadedcargo should be clearly identified and communicated tothe deck crew prior to the load being offloaded.

Quayside or Deck operations will require a minimumnumber of personnel appropriate to the task, one will beagreed as the nominated banksman. Supply vessel deckoperations shall be in accordance with vessel operator’sprocedures.

16.3 General Workings of Supply Vessel

The UKOOA Guidelines have already established anddetailed these operations.

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16.4 Unloading Cargo BasketsOnshore / Offshore

The UKOOA Guidelines detail the necessary precautionsto be taken during operations.

Consideration should be given to the positioning of thecargo basket when the task of unloading is to beconducted with safe adequate access and egress to andfrom the basket.

1) It is not advisable to access the cargo basket unless itis absolutely necessary and only after it has beensuitably risk assessed.

2) Non-slip mats or other access means can be used.

3) Personnel must not remain in the cargo basket duringloading / unloading operations.

4) On completion of handling operations the LiftEye/Master link should be positioned in such a mannerto allow unobstructed access to the link or eye for futurehandling operations.

Check that adequate provisions have been made to ensuredeck space availability and if necessary, re-arrangeexisting deck cargo to make space for the unloaded itemswith provisions made for sufficient dunnage.

No lifting operation shall commence without all personnelinvolved in the operation being fully conversant with thehazards associated with handling the lift. If at any timeduring the lifting operation there is a deviation from theoriginal plan or an unusual or unsafe event is observed thelift operation must be safely stopped and a re-assessmentcarried out prior to re-commencement of the operation.

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17.1 Additional Deck Cargo BasketStacking Provisions

Avoid stacking baskets as far as reasonably practicable.

Each site’s deck-management (lifting management)standards must specify whether stacking is allowed at thatsite.

Ensure that the cargo basket is suitable for stacking andthe basket should be marked to identify its stackingacceptability i.e. Type A, B or C ascertain if there is astacking height restriction on the baskets and any if anyother local rules are in place.

Where stacking is allowed by site deck / liftingmanagement standards, then baskets may only bestacked when: -

A written lift plan and risk assessment pertinent to thespecific operation is in force and communicated to thoseinvolved with the operation (ref Step Change Lifting andMechanical Handling Guidelines):

1) The Cargo Baskets are designed and built to be stackedon each other in accordance with these guidelines:

(See section 8.0)

2) A certified system is used to act as a stacking mediumbetween baskets.

3) Use of dunnage is limited to protecting deck surfaceswhere single blocks of wood act as soft pads takingdirect vertical load.

4) Only baskets of the same width may be stacked on topof one another.

5) The basket is not stacked on an uneven surface that islikely to cause distortion.

6) Under no circumstances may dunnage or other baulks ofwood or similar be used to stack baskets.

Weather and installation characteristics pitch, roll andheave must be taken into account. If there is any doubt asto whether stacking can be achieved safely due to rigmotion the task must be immediately stopped andsuspended until environment factors improve.

Deck loading shall be checked prior to stacking any CargoBaskets.

When Cargo Baskets are stacked safe access shall bemade available to the lifting equipment. No person shallattempt to unload a cargo basket, which is stacked.

The banksman shall communicate with the deck crew whomust exercise care to keep clear of the basket duringmanoeuvring. Tag lines may be attached to assist thecrane operator when manoeuvring.

Deck crew shall only approach a basket when instructed todo so by the banksman and when the basket is landed inthe correct position and the load removed from the crane.

Deck crew when assisting in any stacking of cargo basketsshall limit manual intervention at all times to avoid thehazards associated with potential hand / finger injuries.

Baskets to be stacked will be limited to a maximum of twobaskets high.

Stacking is not permissible on Ships.

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1 BS EN12079: 1999 Offshore Containers - Designconstruction, Testing, inspection and marking.

2 DNV CN2.7-1 Offshore Containers (May 1995).

3 UKOOA Guidelines for the Safe Packing and Handling ofCargo to and from Offshore Locations Issue 2 November2002.

4 IMO Circular MSC / Circ. 860 “Guidelines for theApproval of Offshore Containers handled in Open Seas(22 May 1998).

5 NPD Safety Notice 1/02 dated 18 November 2002.

6 Step Change LMH Guidelines.

7 UKOOA - Support Vessels - Safe Management andOperations Offshore.

8 Step Change in Safety Lifting and Mechanical HandlingGuidelines

Acknowledgements

Step Change would like to thank the followingorganisations for their contributions in developing thisguidance:

ABB Vetco Gray UK Ltd

AMEC Upstream Oil and Gas

ASCO

Baker Hughes Inteq

BP

Conserve Oilfield Services Ltd

CTC Containers

DNV

Expro Group

KCA Deutag

Marathon

Schlumberger

Seaforth Maritme

Shell Exploration and Production UK

Sparrows Offshore Services Ltd

Swire Oilfield Services

Talisman

Transocean

Weatherford UK Ltd

Ferguson Seacabs Limited

website

email

telephone

fax

address

[email protected] 38566501224 385669P.O. Box 10406Aberdeen AB12 3YL

P • O • L • I • C • EGRAMPIAN

15_Design and Handling of Cargo Baskets

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