Guidelinesfor the SafePacking andHandling ofCargo to andfrom OffshoreLocations

Issue No 2November 2002

Guidelines for

THE SAFE PACKING AND HANDLINGOF CARGO TO AND FROM OFFSHORE

LOCATIONS

ISSUE 2

NOVEMBER 2002

Whilst every effort has been made to ensure the accuracy of the information contained in thispublication neither UKOOA nor any of its members will assume liability for any use made thereof.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, ortransmitted in any form or by any means, electronic, mechanical, photocopying, recording or

otherwise, without prior written permission of the publishers.

Crown copyright material is reproduced with the permission of the Controller of Her MajestysStationery Office.

Copyright 2001 UK Offshore Operators Association Limited

London Office:2nd Floor, 232 242 Vauxhall Bridge Road, LONDON, SW1V 1AU

Tel: 020 7802 2400 Fax: 020 7802 2401

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Email: info@ukooa.co.ukWebsite: www.oilandgas.org.uk

iCONTENTS

SECTION PAGE

1.0 PREFACE .......................................................................................................... 12.0 INTRODUCTION................................................................................................ 23.0 APPLICATION ................................................................................................... 34.0 RESPONSIBILITIES AND DUTIES ................................................................... 4

4.1 Vendors.............................................................................................................. 44.2 Haulage Contractors ......................................................................................... 44.3 Logistics Service Providers.............................................................................. 64.4 Vessel Operators............................................................................................... 64.5 Aircraft Operators.............................................................................................. 74.6 Offshore Operators ........................................................................................... 8

5.0 LIFTING AND SLINGING .................................................................................. 95.1 Lifting Operations.............................................................................................. 95.2 The Organisation of Lifting Operations ........................................................... 95.3 Undertaking the Lifting Operation.................................................................. 105.4 General Guidance............................................................................................ 11

6.0 CCU CARGO GUIDANCE ............................................................................... 146.1 Introduction ..................................................................................................... 146.2 General............................................................................................................. 146.3 Cargo Handling and Shipping Equipment ..................................................... 146.4 General Checks for Open and Closed CCUs ................................................. 156.5 Packing Cargo in CCUs................................................................................... 156.6 Closed Container Key Points from Checklist ............................................. 166.7 Open Container Key Points from Checklist................................................ 176.8 Snagging Hazards ........................................................................................... 186.9 Inspection ........................................................................................................ 186.10 Container Marking........................................................................................... 196.11 Plate Markings and Testing - BS EN 12079 and DNV 2.7-1........................... 196.12 Plate Markings and Testing - BS 7072 ........................................................... 216.13 Types of CCUs................................................................................................. 22

7.0 NON CONFORMING CARGO ......................................................................... 287.1 Inspection Procedures.................................................................................... 287.2 Cargo Unfit for Shipment ................................................................................ 287.3 Non Conformance Code.................................................................................. 28

8.0 GENERAL DOCUMENTATION ....................................................................... 299.0 DANGEROUS GOODS BY SEA...................................................................... 30

9.1 General............................................................................................................. 309.2 Dangerous Goods Flowchart Inbound........................................................ 30

10.0 WASTE MANAGEMENT ................................................................................. 3110.1 Controlling Waste Offshore ............................................................................ 3110.2 Special Waste (Hazardous/Harmful)............................................................... 3110.3 Recycle Waste ................................................................................................. 32

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11.0 ABBREVIATIONS............................................................................................ 3312.0 REFERENCES................................................................................................. 3513.0 APPENDICES .................................................................................................. 37APPENDIX 1 OFFSHORE TANKS CHEMICALS, OILS AND WASTE ............. 38

1.1 Introduction ..................................................................................................... 381.2 General............................................................................................................. 381.3 Vessel Types.................................................................................................... 381.4 IMO Inspection and Testing of Tank Vessel .................................................. 391.5 General Checks for Offshore Tanks............................................................... 391.6 Plate Markings ................................................................................................. 401.7 Offshore Tank Key Points from Checklist .................................................. 41

APPENDIX 2 SPECIAL CARGO........................................................................... 422.1 General............................................................................................................. 422.2 Unusual Shape and Weight Distribution........................................................ 422.3 Examples of Special Cargo............................................................................. 43

APPENDIX 3 DRILLING TUBULARS ................................................................... 453.1 General Principles........................................................................................... 453.2 Examples of Drilling Tubulars ........................................................................ 45

APPENDIX 4 PACKING ........................................................................................ 474.1 General............................................................................................................. 474.2 Selection of Lashing Equipment for Packing CCUs ..................................... 484.3 Examples of Packing....................................................................................... 48

APPENDIX 5 DOCUMENT EXAMPLES ............................................................... 515.1 Cargo Summary Ticket for Outbound Cargo................................................. 525.2 Cargo Summary Ticket for Inbound Cargo.................................................... 535.3 Cargo Summary Ticket for Outbound/Inbound Tanks .................................. 545.4 Dangerous Goods and Marine Pollutants Declaration.................................. 555.5 Dangerous Goods by Air Declaration ............................................................ 585.6 Transport Emergency Response Cart (TREM Card) ..................................... 595.7 Cargo Rejection Note Sea............................................................................ 605.8 Cargo Rejection Note Air ............................................................................. 61

APPENDIX 6 LIFTING OPERATIONS FLOWCHART .......................................... 62APPENDIX 7 NON CONFORMANCE CODE CHECKLIST .................................. 63APPENDIX 8 ABNORMAL OR WIDE LOAD MATRIX ......................................... 64APPENDIX 9 USE OF TAG LINES ....................................................................... 65

9.1 Introduction ..................................................................................................... 659.2 Risks................................................................................................................. 659.3 Mitigation of Risks........................................................................................... 65

APPENDIX 10 MARINE GUIDANCE NOTE MGN 205 (M)................................ 67CROSS INDUSTRY WORK GROUP ....................................................................... 70FEEDBACK.............................................................................................................. 71

11.0 PREFACE

An original work group comprising ASCO, BP Amoco (now bp), Gulf Offshore,Seaforth Maritime, Shell, Swire and Texaco was established by the Marine SafetyForum (MSF) to consider the hazards and risks associated with the safepackaging and handling of cargo to and from offshore installations. The objectiveof the work group was to identify areas where additional guidance would help tosecure improvements in safety.The group acknowledges the assistance given in the preparation of this guidancedocument by the following bodies:

Chamber of Shipping (CoS)

Health and Safety Executive (HSE)

Maritime and Coastguard Agency (MCA)

RGIT Montrose Limited United Kingdom Offshore Operators Association (UKOOA)

Wells Services Contractors Association (WSCA)

International Association of Drilling Contractors North Sea Chapter (IADC North Sea Chapter)

The safe carriage of goods relies upon the correct packaging, securing, labellingand handling procedures. Operators, logistics service providers, shipping andvendor companies have produced this guidance, which provides practical advice.If there is doubt, the reader should always consult the primary reference.Specific manual and mechanical handling activities associated with cargohandling are not included in this guidance. They should form part of individualcompanys Safety Management Systems.In order to ensure the currency of these Guidelines, the workgroup will meet toreview them periodically (but not in intervals in excess of three years), and theywill be reissued accordingly.

22.0 INTRODUCTION

2.1 The purpose of these guidelines is to assist the following parties, involved in themovement of cargo to or from offshore installations:

Vendors

Haulage Contractors

Logistics Service Providers

Vessel Operators

Aircraft Operators

Offshore Operatorsto recognise the hazards involved in the packaging and handling of cargo duringnormal operations, and to avoid or reduce the associated risks by the adoption ofcommon industry standards.

2.2 The main thrust of the document is to provide an overview of the key processesinvolved in the safe handling of cargo and is supported by Appendices containingrecommended working practices.

2.3 Alternative practices should only be adopted where they would guarantee anequivalent or greater level of safety.

2.4 Cargo both on and offshore may be subject to inspection checks.Non-conformance with these Guidelines WILL result in cargo NOT beingforwarded until the necessary remedial actions have been carried out inconjunction with the relevant company. See Section 7, Non Conforming Cargo.

33.0 APPLICATION

3.1 The Guidelines apply to the safe packing and handling of cargo to and fromoffshore locations in support of operations on the United Kingdom ContinentalShelf (UKCS). Where these Guidelines refer to Master or Offshore InstallationManager (OIM) this also includes their nominated representatives.

3.2 These Guidelines include references to relevant legislation. See Section 12,References.

44.0 RESPONSIBILITIES AND DUTIES

All parties involved in the supply chain have an obligation to ensure that cargo isproperly packaged, prepared and secured for the duration of its journey to or fromthe offshore location, this includes the following:

Vendors

Haulage Contractors

Logistics Service Providers

Vessel Operators

Aircraft Operators

Offshore Operators

Successive parties in this chain are responsible for maintaining the integrity of thecargo.

4.1 VendorsVendors are responsible for ensuring that cargo is prepared for shipmentthroughout its entire journey in compliance with relevant legislation and theseguidelines.Cargo Summary Tickets (see Appendices 5.1 to 5.3) must be fully completed atthe start of the cargos journey. The Cargo Summary Tickets must be completedand signed by the person responsible, at the vendors premises, for packing andpreparing the cargo for its journey to the offshore location.Non-conformance with these Guidelines WILL result in cargo NOT beingforwarded until the necessary remedial actions have been carried out inconjunction with the relevant company. See Section 7, Non Conforming Cargo.

4.2 Haulage Contractors

4.2.1 GeneralHaulage contractors are responsible for ensuring that drivers have the necessarycompetency levels for the task to be undertaken and that vehicles plusaccessories are fit for the intended purpose.They must therefore ensure that:i. Vehicles are suitable for the intended purpose, display the appropriate

hazard warning panels and carry the requisite fire fighting equipment.ii. Drivers are provided with all other safety equipment that may be required in

the event of an emergency involving the goods being transported. Suchequipment may include, but is not restricted to first aid equipment, protectiveclothing, etc.

iii. Drivers are provided, by customer/vendor in writing, with the mandatorytransport information about the goods to be carried. Additionally, if the goodsare classed as dangerous they must have a good understanding of thenature of the hazards and appropriate action to be taken in an emergency.

iv. When carrying explosives, the contractor must ensure compliance with theCarriage of Dangerous Goods by Road Regulations SI 1996/2095 includingthe provision of a competent attendant.

v. There is a storage space in the cab for this detailed information.vi. Drivers are trained to use the emergency equipment provided.

5vii. Drivers are adequately trained and instructed regarding their duties underADR Regulations and, if required, are in possession of a valid certificate oftraining relevant to the task being performed.

Further guidance can be obtained in HS (G) 78, Dangerous Goods in CargoTransport Units.

4.2.2 Dangerous GoodsDrivers must:i. Ensure that information about previous loads or substances carried has been

destroyed, removed or kept in a securely closed container.ii. Keep the written information about the dangerous goods readily available

throughout the journey.iii. Ensure precautions are available against fire, explosion or any other incident

throughout the journey. This includes checking the fire extinguishers,normally on a daily basis.

iv. Ensure appropriate hazard warning placards are available, accessible andlegible.

v. Ensure loads are properly secured on the vehicle (Department of TransportCode of Practice Safety of Loads on Vehicles provides guidance).

vi. Leave unattended vehicles only in a designated parking area.

4.2.3 Security and Safety of LoadsThe driver is responsible for the safety and security of any load whilst it is on thevehicle and, wherever practical, should ensure that there are no loose objects onany cargo carried.Safety and security of cargo being returned to vendors is the responsibility of thelogistics service provider. Where several cargoes are carried on the samevehicle factors to be taken into account in planning the route must include:i. Compatibility of materials carriedii. Order of dischargeForward planning will minimise risks associated with off-loading vehicles.

4.2.4 The method of securing the cargo on the vehicle will depend on the load beingcarried. When containers are being carried the following factors shall be takeninto consideration:i. Twist locks are the preferred means of securing the items.ii. Where twist locks are not used, a minimum of two restraints per container

must be used, ensuring the combined SWL of the restraints exceeds theweight of the cargo.Local rules which have been subject to thorough Risk Assessment may,however, be applied to site transportation.

iii. Container door(s) should be closed and the closing mechanism secured sothat it cannot inadvertently come open during handling and transport.Ideally, doors on the CCU should be facing the cab.

4.2.5 Lashing material will depend on the weight to be secured. Polyester cargorestraints will be sufficient for the majority of cargo but extremely heavy loads willhave to be secured using high tensile chains and ratchet style loadbinders.

64.2.6 To minimise hazards to other road users, lifting sets shall always be adequatelysecured while cargo is being transported. Where container lifting arrangementsinclude a fifth leg, it shall be also secure.

4.2.7 When transporting tubulars they should be butted up to the headboard. Theload shall be suitably secured, not exceeding the height of the headboard.To ensure stability of the load, trailer pins should be fitted at the sides of thetrailer and wedges employed where necessary. As each tubular bundle is landedthe slings should be laid along the length of the bundle to prevent them beingcrushed by the next bundle. This will also simplify off-loading.

4.2.8 The weight of all items of cargo being carried must be known. Consigneesshould be notified in advance of any items considered as heavy lifts in order thatthe necessary arrangements for transporting and receiving the cargo can bemade. Heavy lifts are defined in 5.4.8.

4.2.9 Unstable objects may require special arrangements. Securing arrangements forsuch items should not be removed until the lifting equipment has been attachedand tensioned in preparation for removal from the vehicle.

4.3 Logistics Service ProvidersLogistics service providers are responsible for the safety of personnel and cargoduring quayside operations, and for the safe loading or discharge of vesselswhilst in port. Where service provision includes warehousing and central packingcomments as per Vendor Section 4.1.Logistics service providers shall ensure that the deck area occupied by cargodoes not exceed agreed utilisation factors.Due consideration should be given to known discharge priorities for the cargo onthat voyage in order to avoid Cherry Picking.

4.4 Vessel OperatorsThe Master of a vessel is responsible for the safety of the crew and vessel at alltimes and has authority to decide whether operations affecting the vessel shouldproceed or be terminated.

4.4.1 The vessel Master is responsible for the safe and correct loading of his vessel.He should liaise with the base operator to ensure that the vessel is loadedcorrectly and in accordance with the Charterers specific requirements.The Master shall ensure that the deck area occupied by cargo does not exceedagreed utilisation factors.Due consideration should be given to known discharge priorities for the cargo onthat voyage in order to avoid Cherry Picking.

4.4.2 The base operator or offshore materials co-ordinator must provide the vessel witha copy of the loading list complete with all relevant Dangerous Goods informationfor each installation to be visited and also an accurate manifest. Thesedocuments must be received in sufficient time to permit proper stowage of thecargo for the route envisaged.

4.4.3 The IMDG Code contains internationally agreed recommendations for the safetransport of dangerous goods by sea. Although primarily aimed at vesseloperators, the Code requirements affect everyone involved in the transport chain,from the manufacturer of the dangerous goods through to the consumer.The Maritime and Coastguard Agency (MCA) prepare rules relating to thetransportation of dangerous goods on offshore support vessels within the UKCS,see appendix 10 (MGN 205).

74.5 Aircraft OperatorsAuthorisation for airfreight must be obtained in advance. The prime question toall shippers is Does freight have to go by air?. If so, details must be notified inwriting, as per the Helicopter Landing Officers Handbook (OPITO), prior to theshipment. Information required includes the following:i. Delivery time and date to shipperii. Destinationiii. Check-in Timeiv. Flight Departurev. Consigneevi. Priority rating (see 4.5.1)vii. Supplierviii. Description of goodsix. Size and weightMaterials which have not been pre-notified will be subject to company specificprocedures.

4.5.1 Freight ClassificationsSome operators have specific airfreight priority ratings, for example:"Vital" this will take priority over all other freight and, if necessary,

passengers."Priority this will be dispatched on the first available flight, payload and space

permitting.Shippers should check with the relevant operating company's procedures.

4.5.2 General Guidance and Freight Packagingi. Hold restrictions are enforced where freight is carried in the baggage

compartment hold on all scheduled passenger flights to offshore installations.ii. The maximum weight per item for personal baggage when travelling via

helicopter is 11kg (25lb).iii. The weight limit for freight items carried in the hold should not normally

exceed 25kg due to manual handling considerations, but certain locationsmay have a lower limit. The carriage of heavier freight items shall be subjectto full Risk Assessment.

iv. Unless specified otherwise by the Operator, approved airfreight must bedelivered to the appropriate freight shed (heliport/airport) at least one hourprior to the scheduled departure time.

v. Polystyrene chips SHALL NOT be used as a packing material as these canclog helicopter engine intakes. Where found they shall be held until theoriginator can re-pack using appropriate material, eg bubble wrap, orreturned for re-packing.

vi. When being transported by air, heavy items, eg stud bolts, contained in nylonsacks must be packed into cardboard boxes.

vii. Lightweight items that could be blown off the helideck when removed fromthe aircraft should be shipped in transit bags.

8viii. All airfreight is examined for undeclared dangerous goods and any suchitems found shall be returned to shipper and reported to relevant authority.

ix. Adequate holds, ie handles, cut outs in the outer packaging, or grab loopsshould be made available for packages that require manual handling.

x. Ensure the item is secure within its package, ie it cannot move or leak, andits weight distributed evenly.

xi. Mechanical handling aids should be considered to reduce handling risks.Further guidance is available in HS (G) 171 Well Handled Offshore ManualHandling Solutions.

xii. Ensure the item is clearly, legibly and accurately labelled not only with itscontents but also with its weight. If it is a heavy item, make sure the label islarge enough to be seen and marked accordingly.

xiii. All labelling should be durable and should remain in place for the duration oftransit.

xiv. Freight must never exceed the maximum floor loading of the aircraft.Failure to comply with any of the above could result in shipment delays.

4.6 Offshore OperatorsThe OIM is responsible for the safety of the Offshore Installation, all personnel onboard and for the safe cargo handling operation.Offshore Operators are responsible for ensuring that cargo is prepared forshipment throughout its entire journey in compliance with relevant legislation andthese guidelines.Cargo Summary Tickets (see Appendices 5.1 to 5.3) must be fully completed atthe start of the cargos journey. The Cargo Summary Tickets must be completedand signed by the person, at the installation, responsible for packing andpreparing the cargo for its journey back to the vendors premises.Non-conformance with these Guidelines WILL result in cargo NOT beingforwarded until the necessary remedial actions have been carried out. This mayresult in delays or other problems in the onward shipment of the cargo.All non-conformances will be formally documented and written resolution requiredfrom the offending location.

95.0 LIFTING AND SLINGING

5.1 Lifting OperationsAll lifting operations performed and the lifting equipment employed must satisfythe requirements of the Lifting Operations and Lifting Equipment Regulations1998 SI2307 (LOLER).Specific guidance on complying with these Regulations is given in the LOLERApproved Code of Practice (HSE Books L113).The Duty Holder for the Offshore Installation will have, in their SafetyManagement System, documented procedures which will ensure that therequirements of the LOLER Regulations are met. Reference must be made tosuch documentation for any lifting operations undertaken on an installation, liftingequipment going to an installation and items which have to be lifted onto aninstallation.The LOLER Regulations apply both offshore and onshore and for onshoreoperations reference must be made to the employers procedures for complyingwith LOLER. Offshore specific legislation places duties upon the Duty Holderbut as LOLER is not industry specific, the LOLER Regulations place the dutyupon the employer or a self employed person or a person (carrying out a tradeor business) who has control of the lifting equipment, that is control in the way itis used, or control of the persons managing or supervising the use of the liftingequipment. The Duty Holder for an offshore installation is an employer and cantherefore have duties under LOLER.

5.2 The Organisation of Lifting OperationsA key change introduced by the LOLER Regulations is associated with theorganisation of lifting operations. Every lifting operation involving liftingequipment must be properly planned by a competent person, appropriatelysupervised and carried out in a safe manner.

5.2.1 Planning the Lifting OperationThe degree of planning will depend upon the type of the lifting operation to beundertaken. Reference must be made to the Duty Holders documentedprocedures for LOLER compliance. An approach, which is frequentlyundertaken, is to classify the lifting operation as either routine or non-routine.Further guidance on lifting operations is shown in a typical Lifting OperationsFlowchart, see Appendix 6.Routine lifting operations are those that are frequently undertaken and willgenerally include all normal cargo operations. Documented procedures will havebeen developed for each of these routine lifts based upon a Risk Assessmentand a lifting plan. Each time the operation is to be performed reference will bemade to the procedure and all personnel involved in the lifting operation prior toperforming the task will discuss this at the toolbox talk. Procedures must be keptunder review to ensure that they remain valid.In the case of a non-routine lifting operation this will need to be planned by acompetent person, be subjected to a Risk Assessment and the method bedetailed in a written lifting plan. The Duty Holders LOLER compliance documentwill specify the competent person(s) who perform this function.

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5.2.2 Supervision of the Lifting OperationThe degree of supervision is dependent upon the type of lifting operation to beundertaken and is therefore proportionate to the risk. Nonroutine operations willalways require supervision and this will probably be undertaken by the competentperson who has undertaken the Risk Assessment and produced the lifting plan.For routine operations, dedicated supervision of the operation may not berequired but a competent person must be in control of the operation. Thiscompetent person will co-ordinate and control all aspects of the lifting operation,for example this competent person could be the banksman. In addition someonewill also need to be in control of the toolbox talk, to ensure all the personnel areaware of the task, the documented procedures to be followed and theirresponsibilities. The person responsible for conducting the toolbox talk will againbe documented in the Duty Holders LOLER compliance document.

5.2.3 Competence and TrainingA lifting operation can only be carried out in a safe manner if it is undertaken bycompetent personnel. Reference must be made to the Duty Holders LOLERcompliance document which will detail the personnel required for particular liftingoperations, the training requirements to ensure initial competence andsubsequent training to ensure competence is maintained.

5.2.4 Classification of Lifting OperationsThe classification of the lifting operation to be performed is an essential part ofthe planning activities. How this is undertaken will be documented in the DutyHolders LOLER compliance document, but all the planned lifting operations willneed to be classified by a competent person. It is important that this competentperson continually reviews all operations, as there will be factors that maychange a lifting operation from being a routine one into a non-routine one. Thiscompetent person will probably be the same person who produces the liftingplans and will identify, for example, certain types of loads which have an unusuallifting geometry, or be inherently unstable. Such lifts may include:i. Loads with the centre of gravity above the lifting points.ii. Loads with an offset centre of gravity.iii. Loads with a narrow or small base.iv. Extremely long loads that tend to rotate.Refer to Appendix 2 for further Special Cargo instructions and Appendix 8 fortransport of Abnormal or Wide Loads.

5.3 Undertaking the Lifting OperationPrior to carrying out any lifting operation certain precautions shall be observed.They are applicable to any lifting operation and include holding a toolbox talk atwhich the details of the task are discussed. This will include for routine lifts thedocumented procedures and in the case of non-routine lifts the Risk Assessmentand lifting plan. Specific responsibilities will be allocated to nominated persons atthe toolbox talk, this will include the identification of the competent person whowill co-ordinate and control all aspects of the lifting operation. The nominatedpersons will:i. Ensure where practicable that the load does not pass over personnel.ii. Ensure that a clear and effective communication system is employed and

understood by all personnel involved with the lifting operation.

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iii. Ensure there is adequate lighting in the pick-up and lay-down areas andeffective and unobstructed access ways and escape routes exist.

iv. Ensure the lifting equipment is certified for current use.v. Ensure any restrictions to the lift are removed, eg hold-down bolts, sea

fastenings.vi. Confirm that the appropriate rigging for the lift is correctly installed and the

lifting sets are not twisted or snagged.vii. Ensure shackle bolts are tight and adequately secured.viii. Ensure pick-up and lay-down areas are within the crane radius for the load

being lifted.ix. Confirm the weight of any particular load or bundle.x. Ensure the hook is positioned above the loads centre of gravity.xi. Ensure only one CCU is lifted at any one time.xii. Ensure slings of equal length are used when handling tubulars.Should any doubt exist concerning the stability or security of any load thecompetent person for planning lifting operations must be consulted.Refer to Appendix 3 for details when shipping drilling tubulars.

5.4 General Guidance

5.4.1 Slings and ShacklesChecks prior to the attachment and use of slings and shackles include:i. Confirm that colour coding (where applicable) is current and the sling has a

visible unique number and SWL mark.ii. Examine for wear, corrosion, abrasion and mechanical damage, which may

render the sling(s) unsafe.iii. Check that the sling set is correctly fitted, eg no twists in the legs.iv. Confirm that the SWL capacity for the sling set at EACH side of load is

adequate for the entire weight to be lifted.v. Check that pin size and type is correct for the type of shackle.vi. Check that the appropriate securing arrangements are installed (split pins,

wire mousing, etc). R clips should not be used for this purpose.The preferred style of shackle is the bow or anchor type fitted with a safety pin,that is, bolt, nut and split pin. The bolt or pin shall be of the same material as thebody of the shackle.Ensure the correct type of shackle bolt or pin is fitted. A common problem existswhere lost high-grade shackle pins are replaced with standard bolts that are notcapable of taking the load.The crane hook link (Master Link) should have a minimum dimension of 270mm x140mm (BS 1290) to minimise the risk of trapped fingers when attaching thehook to the lifting arrangements.

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5.4.2 Wire SlingsBS 1290 specifies the dimensions, construction, safe working loads, testing andmarking of wire slings for general lifting purposes. BS 6210 is the BritishStandard Code of Practice for Safe Use of Wire Rope Slings. Points to be takeninto consideration are:i. All sling legs, which are connected directly to master links or to shackles,

should have thimbles fitted to reduce the bend radius on the wire andincrease their serviceable life.

ii. Containers should be fitted with either a four or five leg lifting assembly withmaster link, depending on CCU type. The fifth leg is designed to hang overthe side of the unit to assist in its hook-up, eliminating the need for personnelhaving to climb on top of containers to attach or detach the crane hook.

iii. This fifth leg is not a design requirement, but it is a preferred option andshould "fall short" of the height of the container.

iv. There is a recommended minimum wire rope diameter of 13mm allowed forwire rope slings. Any wire rope of a smaller diameter is susceptible to impactdamage and should not be used. To avoid out-of-plane forces, the maximumnumber of lifting legs allowed on a single master link or ring is two. It ispermissible to have a third leg on this ring but only if it is to be used as a toplifting leg. Three and four leg lifting slings should be fitted to quadrupleassemblies, ie a main lifting ring with two sub-links.

5.4.3 Chain SlingsThe use of lifting arrangements made up of chain slings is not normal practice inUKCS operations, but is common practice elsewhere. Such arrangements maybe used subject to the following precautions:i. All arrangements are correctly certified in accordance with the relevant

legislation.ii. Chains and components employed in the make-up of the arrangements are

constructed from alloy grade 8 (or better), and have properties suitable forworking in extremely cold conditions (-20 C).

iii. All connections are compatible and fit for the purpose intended.iv. Agreement is obtained from all the parties involved.Note: Additional risks associated with chain slings include an increased risk of

snagging and sparking potential.

5.4.4 Fabricated ItemsWhere fabricated items include integrated lifting points written documentation thatthey are fit for the purpose shall be forwarded to the handling agent.Lifting arrangements must be designed to comply with BS1290 as well asBS7072.Lifting arrangements for fabricated items should be consolidated into a singlepoint, multiple terminations are not normally acceptable.

5.4.5 Transit SlingsTransit slings are used for the transportation of equipment to and from offshoreinstallations and onshore sites and should only be used for this purpose.Transit slings should not be used for general lifting purposes, as they are not partof the installations lifting equipment.

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A formal system is required to manage the use of transit slings to ensure thatthey comply with all relevant legislation and can be identified.It would be advantageous if a single colour were used to identify all transit slings.It is recommended that the colour is black. Testing houses and all relevantparties are requested not to use this colour for any other purpose.

5.4.6 Plastic Coated Transit SlingsPlastic coated transit slings may be used for transporting easily damaged items,subject to thorough Risk Assessment which must take into account seasonalfactors, such as low temperature cracking of plastic sheathing.These slings must be subject to the same controls as normal transit slings.

5.4.7 Fibre SlingsCertified fibre slings, with adequate site control, are suitable for particular liftingoperations at the worksite or on board the installation.Such slings should not normally be used as the primary means of lifting from or tovessels unless subject to thorough Risk Assessment.

5.4.8 Heavy Load IdentificationIf the load is over seven tonnes it should be considered as HEAVY andidentified as such by means of a pennant or flag attached to the fifth leg ormaster link assembly of the lifting set prior to shipping.Although seven tonnes is a normally accepted standard, certain locations mayhave a higher or lower heavy lift threshold. Location specific information shouldbe provided by the offshore operator.Particular care must be taken when shipping to or from small, normallyunattended installations.

5.4.9 Use of Tag LinesThe use of tag lines should be avoided as they could involve personnel standingin unsafe positions. If it is considered necessary they shall only be used after aRisk Assessment has been undertaken, see Appendix 9.

5.4.10 Thorough Examination and Inspection of Lifting EquipmentAll lifting equipment must be visually checked for defects/damage before use. Inaddition all lifting equipment must be thoroughly examined by a competentperson to ensure that health and safety conditions are maintained and that anydeterioration can be detected and remedied in good time. Colour coding is onemethod used to identify that equipment has been thoroughly examined.Reference should be made to Regulation 9 of LOLER, detailed in the ApprovedCode of Practice (HSE Books L113); additional information will be found whenthe booklet Guidance on the safe use and operation of lifting equipmentoffshore is issued.

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6.0 CCU CARGO GUIDANCE

6.1 IntroductionCargo guidance in this section outlines the principal points to be consideredwhen preparing cargo for shipment to and from offshore location.Cargo Summary Tickets (see Appendices 5.1 to 5.3) must be fully completed atthe start of the cargos journey. The Cargo Summary Tickets must be completedand signed by the following:i. For outward journeys the person, at the vendors premises, responsible for

packing and preparing the CCU for its journey to the offshore location.ii. For inbound journeys the person, at the installation, responsible for packing

and preparing the cargo for its journey back to the vendors premises.Section 6.13 illustrates some types of CCUs that are in common use fortransporting material to and from offshore installations.Refer to Appendix 1 for the particular points to be considered when preparingcargo for shipment to and from offshore installations in tanks.

6.2 GeneralAll companies providing a service for owners and operators of installations shouldensure that:i. All CCUs and lifting gear used to ship materials to or from offshore

installations should be correctly chosen for the purpose, in terms of type, sizeand load carrying capacity. They should satisfy themselves that a testingand inspection procedure is in place.

ii. All certification is fully in date at the time of use, and has sufficient test periodremaining so as to prevent the CCU certification expiring when offshore.

iii. Only CCUs specifically designed for the purpose should be stacked.

6.3 Cargo Handling and Shipping Equipment6.3.1 Bulldog grips must not be used in the manufacture or length adjustment of wire

slings, but they may be used for locking purposes on pipe slings.6.3.2 All CCUs should be pre-slung.6.3.3 CCU doors must be adequately secured, with both top and bottom locking cams

fully engaged, and door handle locking mechanism secured with a seal.Typical sealing arrangements include custom seals, steel bands or tie-wraps withminimum width of 10mm (3/8).When the CCU contains Dangerous Goods, padlocks should not be used.

6.3.4 The use of boat-shaped skips has been identified as a factor in accidents, andtheir use should be discouraged. These skips are easily snagged and a numberof operators have removed them from service.

6.3.5 Where open cargo baskets containing general waste are used they should beprovided with safety nets to retain the contents.

6.3.6 Wherever possible scaffolding tubes and boards should be pre-slung andtransported in an open top CCU. Other associated equipment, eg clips, shouldbe sacked or containerised.Alternative arrangements for shipping these goods should be subject to RiskAssessment.

15

6.4 General Checks for Open and Closed CCUsThe following checks, some of which are illustrated in 6.6 and 6.7, must becarried out:i. Check condition of CCU, including doors, seals and locks and ensure that

generally there are no signs of excessive corrosion or deformation.ii. Check that the CCU is not overloaded.iii. When suspended, lift must be level in both axes,

16

6.6 Closed Container Key Points from Checklist

Checkdoors, seals

and locksfor damage

Check unit forexcessivecorrosion

and/ordeformation.

Check unitis not

overloaded.

Check unit is intest and

sufficient validityremains for

proposed use.

Ensure forkliftpockets are

clear of debris.

Check top surfacesfor loose equipment.

Check liftingequipment

for damage.

Check latcheson both doorsare secured byheavy tie-wraps

or similar.

Ensure correct hazard labels(if required) on all four sides.

Hazard labels to be removedif contents do not include

dangerous goods. Ensure dogstop & bottomfully engaged

on both doors.

If stored on stony/softsurfaces there may be debris

caught underneath unit.Care required when lifting

17

6.7 Open Container Key Points from Checklist

Check liftingequipment

for damage.

Check thelocking

mechanism issecured on both

door handles.

Check unit is in testand has sufficient

validity remains forproposed use.

Check unit forexcessivecorrosion

and/ordeformation.

Ensure forkliftpockets clear

of debris.

Check unitis not

overloaded

Checkdoors andlocks fordamage.

Check top surfacesfor loose equipment.

Ensuredrainageholes are

clear.

If loaded, ensure thereare no potential internal

snagging hazards.If so, ensure adequateprotection is in place to

prevent risk of snagging.

If stored on stony/softsurfaces there may be debris

caught underneath unit.Care required when lifting.

18

6.8 Snagging HazardsPrior to shipping, the vendor or person responsible for packing CCUs mustperform appropriate Risk Assessments and, if appropriate, introduce controlmeasures to prevent snagging of lifting arrangements with contents during cargooperations.Examples of measures to be considered include:i. Use of the correct CCU for the job, eg consider using closed CCU as

opposed to cargo baskets and half heights.ii. Where there is a risk of lifting sets snagging the cargo, make use of suitable

material to cover equipment. This could include, but is not limited to, cargonets, tarpaulins, wood battens, cord strapping and crating of equipment.

iii. Remove protruding parts from cargo in the CCU and secure in theappropriate manner.

During cargo planning, logistic service providers should consider the potential forCCUs to snag on vessel structures, in particular the safe havens.

6.9 Inspection6.9.1 Containers used for the carriage and handling of cargo to and from offshore

installations should conform to one of the following standards:i. BS EN 12079 : 1999 Offshore Containers Design, Construction, Testing,

Inspection and Marking.This standard specifies requirements for the design, construction andmarking of offshore freight containers intended for use to, from and betweenoffshore installations and ships.New build containers should comply with the requirements of this standard.

ii. BS 7072 : 1989 British Standard Code of Practice for Inspection andRepair of Offshore Containers.This standard has been withdrawn from publication. As the majority ofoffshore containers currently in use do not meet the requirements of BS EN12079 all containers built prior to the introduction of this standard should beexamined and tested in accordance with BS 7072: 1989.This code gives recommendations for plating, marking, examination, testingand repair of containers intended for use to, from and between offshoreinstallations and ships.Note: Some offshore containers in use may be designed, constructed and

tested in accordance with DNV Certification Notes 2. 7-1 : 1989. Forpractical purposes DNV CN 2. 7-1 and BS EN 12079 are equivalent.

6.9.2 Lifting equipment fitted to containers is examined in accordance with the LiftingOperations and Lifting Equipment Regulations 1998 (LOLER) (SI 1998 No 2307).

6.9.3 Before using the CCU confirm that it is in certification. Details of the plating ofcontainers are in 6.10.

6.9.4 Offshore location operators should establish procedures to identify CCUs whosecertification has expired. These procedures should include precautionsnecessary to enable such CCUs to be safely returned onshore.

19

6.10 Container Marking

6.10.1 GeneralEach container should be fitted with a plate made of corrosion resistant materialsecurely attached externally in a manner designed to avoid unauthorised oraccidental removal. The information on the plate fitted will depend on thestandard the container is designed and manufactured to.The plate should be fitted to a door or on containers with no doors in a prominentposition.Note: Aluminium rivets have been found to be unsuitable as a fixing method in

the offshore environment and should not be used.

6.10.2 Marking of the PlateA competent person should etch, engrave or stamp the plate immediately afterthe test or examination is carried out, using characters not less than 4mm inheight. The presence of a valid plate indicates to personnel handling a container,the existence of a certificate and its status.

6.11 Plate Markings and Testing - BS EN 12079 and DNV 2.7-1A typical example of the format for a plate fitted to a container designed andmanufactured in accordance with BS EN 12079 is shown below:

DNV 2.7-1 has similar markings.

20

6.11.1 Date of Last Test/Visual ExaminationThis should be the date on which the most recent test/visual examination wascarried out to the satisfaction of a competent person. Examination dates shouldbe as laid down in the relevant standard or more frequently if deemed necessary.The date of last test/examination should be followed with one of the followingsuffixes depending on the test/examination carried out:

Suffix T for proof load test, non destructive examination.Suffix VN for non destructive examination and visual examination.Suffix V for visual examination only.

To avoid confusion, the plate should not carry the date of the next test orexamination.

6.11.2 Containers designed and manufactured in accordance with BS EN 12079 andDNV 2.7-1 should be tested and examined in accordance with the followingschedule of examination and test:

Test/Examination

Time or Interval Lifting tests (1)Non Destructive

Examination (NDE)of lifting points

Thoroughvisual

examination

Suffix (to bemarked on

plate)

Initial Certification Yes Yes Yes T

At intervals notexceeding 12months

At the discretion ofinspection body

At the discretion ofinspection body Yes V or VN (2)

At intervals notexceeding 60months

At the discretion ofinspection body Yes Yes T or VN

After substantialrepair or alteration(3)

Yes Yes Yes T

(1) Lifting test as per S 7.3 BS EN 12079 1999 or DNV 2.7-1 May 1995.(2) This is dependent on whether non destructive examination has been carried

out.(3) A substantial repair or alteration means any repair and/or alteration carried

out which may, in the opinion of an inspection body, affect the load-bearingelements of the container, or elements that contribute directly to its structuralintegrity.

Note: The above schedule of test and examination can only be applied tocontainers designed and constructed to either BS EN 12079 or DNV 2.7-1.

21

6.12 Plate Markings and Testing - BS 7072A typical example of the format for a plate fitted to a container designed andmanufactured under the guidance of BS 7072 is shown below:

6.12.1 Date of Last Test/Visual ExaminationThis should be the date on which the most recent test or visual examination wascarried out to the satisfaction of a competent person. Examination dates shouldbe as laid down in the relevant standard or more frequently if deemed necessary.The date of last test or examination should be followed with one of the followingsuffixes depending on the test or examination carried out:

Suffix T for proof load test, non destructive examination.Suffix VN for non destructive examination and visual examination.Suffix V for visual examination only.

To avoid confusion, the plate should not carry the date of the next test orexamination.

22

6.12.2 Containers designed and manufactured under the guidance of BS 7072 shouldbe tested and examined in accordance with the following schedule ofexamination and test:

Test/Examination

Time or IntervalProof LoadTest (2G)

(1)

Non DestructiveExamination (NDE)

of lifting points

Thoroughvisual

examination

Suffix (to bemarked on

plate)

Before being used for the first timeor (for untested existingcontainers) within six months ofthe date when this BS comes intoeffect

Yes Yes Yes T

At intervals not exceeding sixmonths No

At the discretion ofinspection body Yes V or VN (2)

At intervals not exceeding 12months No Yes Yes VN

At intervals not exceeding 24months Yes Yes Yes T

After substantial repair oralteration (3) Yes Yes Yes T

(1) G is the symbol for the maximum gross weight used in the test calculation.(2) This is dependent on whether non destructive examination has been carried

out.(3) A substantial repair or alteration means any repair and/or alteration carried

out which may, in the opinion of an inspection body, affect the load-bearingelements of the container, or elements that contribute directly to its structuralintegrity.

6.13 Types of CCUs1. Container - Standard Closed2. Chemical Transit Tanks - Plastic3. Compactor Unit4. Compactor Bag5. Full size 20 Open Top Container6. Full size 20 Open Top Container - doors open7. Gas Cylinder Rack or Carrier8. Half Height Open Top Container9. Half Height Open Top Container - doors open10. Swarf Skip11. Long Basket or Tool Carrier12. Waste Skip or Dual Purpose CCU13. Waste Skip - boat style

23

No Description Illustration

1. Container - StandardClosed

2. Chemical Transit Tank -Plastic

3. Compactor Unit

Ensure electrical and airsupplies are disconnected.

24

No Description Illustration

4. Compactor Bag

5. Full size 20 Open TopContainer

Can be supplied withcover.

6. Full size 20 Open TopContainer - doors open

25

No Description Illustration

7.

Gas Cylinder Rack orCarrier

Ensure positive security ofcylinders in rack bystrapping in place.

NB small cylinders mayrequire additional packingand/or a special container.

Bottles shipped in rackswithout valve protectionplates must be capped.

8. Half Height Open TopContainer

9. Half Height Open TopContainer doors open

26

No Description Illustration

10. Swarf Skip

11. Long Basket or ToolCarrier

12. Waste Skip or DualPurpose CCU (CBADUnit)

27

No Description Illustration

13. Waste Skip boat style

The use of boat shapedskips has been identifiedas a factor in accidentsand their use should bestrongly discouraged.

28

7.0 NON CONFORMING CARGO

7.1 Inspection ProceduresThe purpose of this section is to facilitate a common analysis of cargo, CCU andlifting set faults in order to identify problem areas and minimise risk to industry.All faults observed on cargo received will be categorised and coded as perAppendix 7 Non Conformation Code Checklist.Companies having their own methods of capturing these non-conformances ieNon Conformances Reports, Cargo Rejection Note or User Feedback Reportsshould, wherever practicable, adopt the codes identified in Appendix 7.Random checks of CCUs will be carried out to establish whether they have beenpacked in accordance with these guidelines. These checks will be arranged totake place in the presence of the operator, vendor or contractor.

7.2 Cargo Unfit for ShipmentOn inspection, any cargo deemed unsafe for shipment will be quarantined andCargo Rejection Note (see Appendix 5) raised. Contact will then be made withthe appropriate representative to arrange for the fault to be rectified.

7.3 Non Conformance CodeCode numbers are allocated to specific items identified in this document. Thecode is broken down into the following five sections and each category can bereferenced in Appendix 7.100 CCUs200 Lifting and slinging300 Dangerous Goods400 Documentation500 PackingThe specifics of the fault should be detailed on the relevant Cargo RejectionNote, see Appendix 5.

29

8.0 GENERAL DOCUMENTATION

It is important that all documentation is completed in accordance with thisguidance. It must accurately reflect the contents of the package or containerbeing shipped.Failure to comply with this requirement may result in injury, damage or loss ofequipment.Customs requirements regarding manifests and cargo summary tickets must befully complied with.Appendix 5 includes standardised examples of the following documents:i. Cargo Summary Ticket for Outbound Cargoii. Cargo Summary Ticket for Inbound Cargoiii. Cargo Summary Ticket for Outbound/Inbound Tanksiv. Dangerous Goods and Marine Pollutants Declarationv. IATA Dangerous Goods by Air Declarationvi. Transport Emergency Response Card (TREM card)vii. Cargo Rejection Note Seaviii. Cargo Rejection Note AirInstructions for completion are detailed on the relevant forms.

30

Has the originator advised therecipient?

Yes

Has the originator faxed copiesof the certificates and manifest

to the harbour authority?

Has the orginator given thevessel Master a correctly

completed IMDG certificate?

Is the Manifest marked with thehazard number, etc?

Does the container have thecorrect hazard labels on all four

sides?

Accept Cargo

Are any dangerous goods beingsent on the vessel?

Yes

Yes

Yes

Yes

Yes

NoReject the cargo, do not

accept it onboard the vessel.

No

No

The cargo will only be accepted if all the above steps have been taken. Failure tocomplly with any of the above steps will result in rejection.

9.0 DANGEROUS GOODS BY SEA

9.1 GeneralThe International Maritime Dangerous Goods (IMDG) Code defines methods ofpackaging, the types of labels required, and the appropriate information neededto complete the declaration.The Maritime and Coastguard Agency (MCA) prepares rules relating to thetransportation of dangerous goods on offshore support vessels within the UKCS,see Appendix 10.It is essential that dangerous goods are packed and marked fully in accordancewith regulations as well as having all labelling and placarding in place.When completing Dangerous Goods Declaration, verify that information on theMaterials Safety Data Sheets dated prior to 1st January 2002 corresponds to thelatest revision of IMDG Code.Non-compliance with any of these points may have legal implications and willmean delay until rectified.The definitions of key persons responsible for dangerous goods are detailed inThe Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations1997.

9.2 Dangerous Goods Flowchart Inbound

31

10.0 WASTE MANAGEMENT

The primary legislation is the Merchant Shipping (prevention of pollution bygarbage) Regulations (SI 1998 No 1377). The OIM of every installation or rig,requires to provide a garbage management plan for each location or rig.All Offshore locations (fixed and mobile) are regarded as a Waste Producer.The subsequent transfer of waste to an onshore receiving facility is controlledmainly by: Special Waste Regulation 1996 - S1972; Environmental Protection(Duty of Care) Regulations 1991 - S12839; Waste Management Regulations1996 - S1634.Each Offshore location is required to prepare and maintain a "Cradle to Grave"Audit Trail of all waste streams generated on the facility. As part of themanagement/garbage record book, owners may collate details onshore as longas an audit trail is available. The removal of waste by Supply Vessel may onlytake place in compliance with the Regulations. The Supply Vessel is regarded asthe Waste Carrier and for that reason must hold a Waste Carrier License formoving waste in the UK sector. The Vessel Master is responsible for receivingand discharging waste from the Supply Vessel.The movement of waste from Offshore to final disposal site may require anumber of controlled transfers - this is known as the Waste Handling Chain.Within the Waste Handling Chain, the vessel is required to hold copy of wastetransfers with exchange of signatures on paperwork (Special Waste) required totake place for each numbered Controlled Waste Note (as issued and controlledby SEPA/EA) prior to transfer to quayside. These Waste Notes are normallyprefixed SC (SEPA) or EC (EA) depending on issue point.In accordance with Oil and Gas Industry, Operator Policy and National WasteStrategy, all waste is reported showing disposal routing with specific requirementto reduce, re-use and recycle Waste where possible. All locations areencouraged to segregate waste to reduce amounts sent to landfill. In somecases, prime reason for segregation is safety for the handlers through the wastehandling chain, (eg glass).The handling of Waste from "Cradle to Grave" is controlled via approved licensedservices only. Under the Duty of Care, all Waste Producers are required toensure that their waste streams move and are received under such conditiononly. Violation of the Regulations may result in both Company and Individualprosecution by the relevant Regulatory Authority.

10.1 Controlling Waste OffshoreIt is the responsibility of the OIM to ensure that all waste is kept and transferred ina safe and compliant manner. All personnel (including service companypersonnel and visitors) must follow the Installation Waste Control Policy/Procedures.

10.2 Special Waste (Hazardous/Harmful)The preparation of a Special Waste Consignment Note is normally undertaken bythe person who prepares the backload manifest. The person preparing themanifest is also responsible for completing the Dangerous Goods (DG)declarations. It is most important that any declared Special Waste is cross-referenced with IMDG Regulations/Reference. If the Special Waste is alsoclassified as dangerous goods, then both sets of paperwork must accompany thewaste. Packaging will be in accordance with IMDG requirements. In addition,normal DG notifications must take place with relevant DG stickers in place asappropriate.

32

10.3 Recycle WasteIn general, it is necessary for Offshore Operators to segregate recyclable wastestreams. Typical recyclable waste are shown as:i. Paperii. Cardboardiii. Timberiv. Drums (metal/plastic)v. Scrap Metalsvi. Cablevii. Plastics (wrapping/bottles)viii. Fluorescent Tubesix. Batteriesx. Solventsxi. Drink Cansxii. Toner Cartridgesxiii. Ink Cartridgesxiv. Electronic equipmentxv. Circuit boardsCollections are encouraged using clear plastic bags where possible to assist witheasy identification and hazard spotting for handlers.It has become normal practice for the service provider to establish a help-line forsupport and assistance on any waste issues to reduce risk, be it technical/administrative.

33

11.0 ABBREVIATIONS

Initials Description

ACOP Approved Code of Practice

ADR Accord Dangereux Routiers (European Standard on Dangerous GoodsTransportation)

BOP Blow Out Preventer

BS EN British Standard Europenne Norme

CCU Cargo Carrying Unit

CDG Carriage of Dangerous Goods

CMD Cargo Movement Docket

CoS Chamber of Shipping

COSHH Control of Substances Hazardous to Health

CoSWP Code of Safe Working Practices for Merchant Seaman

CSM Cargo Securing Manual

DETR Department of the Environment, Transport and the Regions

DSV Diving Support Vessel

DNV Det Norske Veritas

ETA/D Estimated Time of Arrival/Departure

FPSO Floating Production Storage & Offloading (Vessel)

HSWA Health and Safety at Work Act 1974

HSE Health and Safety Executive

IADC International Association of Drilling Contractors (North Sea Chapter)

IATA International Civil Air Transport Association

IBC International Bulk Container Code

ICAO International Civil Aviation Organisation

ICS International Chamber of Shipping

IMDG International Maritime Dangerous Goods Code

IMO International Maritime Organisation

34

Initials Description

INLS International Noxious Liquid Substances Code

LOLER Lifting Operations and Lifting Equipment Regulations

MARPOL International Maritime Organisation Convention for the Prevention of Pollutionfrom Ships

MCA Maritime and Coastguard Agency

MSDS Material Safety Data Sheet

MSF Marine Safety Forum

NUI Normally Unattended Installation

OIM Offshore Installation Manager

PUWER Provision and Use of Work Equipment Regulations

SADIE Safety Alert Data Information Exchange

SWL Safe Working Load

TBT Tool Box Talk

TRIC Task Risk Identification Checklist

UKOOA United Kingdom Offshore Operators Association

UKCS United Kingdom Continental Shelf

35

12.0 REFERENCES

Carriage of Dangerous Goods by Rail Regulations [SI 1996/2089]

Carriage of Dangerous Goods by Road (Driver Training) Regulations [SI 1996/2094]

Carriage of Dangerous Goods by Road Regulations [SI 1996/2095]

Carriage of Explosives by Road Regulations [SI 1996/2093]

Classification and Labelling of Explosives Regulations [SI 1983/1140]

Confined Space Regulations [SI 1997/1713]

Control of Substances Hazardous to Health Regulations [SI 1999/437]

Dangerous Substances in Harbour Areas Regulations [SI 1987/37] as amended.

Environmental Protection (Duty of Care) Regulations 1991/2839

Freight Containers (Safety Convention) Regulations [SI 1984/1890]

Health and Safety at Work Act (chapter 37)

Ionising Radiations Regulations [SI 1999/3232]

Lifting Operations and Lifting Equipment Regulations [SI 1998/2307]

Manual Handling Operations Regulations [SI 1992/2793]

Merchant Shipping (Carriage of Cargoes) Regulations [SI 1999/336]

Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations [SI 1997/2367]

Packaging, Labelling and Carriage of Radioactive Material by Rail Regulations [SI 1996/2090]

Provision and Use of Work Equipment Regulations [SI 1992/2306]

Radioactive Materials (Road Transport)(Great Britain) Regulations [SI 1996/1350]

Special Waste Regulations 1996: SI972

The Carriage of Dangerous Goods (Classification, Packaging and Labelling) and use of Transport PressureReceptacles Regulations [SI 1996/2092]The Chemicals (Hazard Information and Packaging for Supply) Regulations [SI 1994/3247] as amended by SI3194/1999The Chemicals (Hazard Information and Packaging for Supply) Regulations as amended by [SI 1996/1092]Regulations

The Docks Regulations [SI 1988/1655]

The Explosives in Harbour Areas Regulations

The IATA (International Air Transport Association) Dangerous Goods Regulations

The Management of Health and Safety at Work Regulations [SI1999/3242]

The Packaging of Explosives for Carriage Regulations [SI 1991/2097]

36

Waste Management Regulations 1996: SI634

British Standard Code of Practice for Inspection and Repair of Offshore Containers BS7072: 1989

COSHH Essentials Easy steps to control chemicals HS (G) 193

Code of Practice for the Safe Use of Wire Rope Slings BS6210: 1983

Dangerous Goods in Cargo Transport Units HS (G) 78

Department of Transport Code of Practice Safety of Loads on Vehicles

Guidelines for the Safe Management and Operation of Offshore Support Vessels: UKOOA/Chamber ofShipping

Guide for the stowage of goods in freight containers BS5073: 1982

International Maritime Dangerous Goods Code

Offshore Containers, Design, Construction, Testing, Inspection and Marking: BSEN 12079:1999

Offshore Freight Containers Design and Certification DNV Certification Notes 2.7-1:1989

Specification for alloy steel shackles BS3551: 1962

Stranded steel wire ropes specifications for general requirements BS302: 1987

Specification for thimbles in wire ropes BS464: 1958 (work in hand)

Specification for wire rope slings and sling legs for general lifting purposes BS1290: 1983

Well Handled Offshore manual handling solutions HS (G) 171

Internet Links

UK Statutory Instrument Web site

www.legislation.hmso.gov.uk/stat.htm

British Standards Web site

www.bsonline.techindex.co.uk

Maritime and Coastguard Agency Web site

www.mcga.gov.uk

Step Change Standard Lifting and Crane Operating Procedures Group

www.StepChangeinSafety.net

Health and Safety Executive Home Page

www.hse.gov.uk/hsehome.htm

Chamber of Shipping

www.british-shipping.org

United Kingdom Offshore Operators Association

www.ukooa.co.uk

Cross Industry Safety Alert Database SADIE

www.step.steel-sci.org

37

13.0 APPENDICES

APPENDIX 1 OFFSHORE TANKS CHEMICALS, OILS AND WASTE

APPENDIX 2 SPECIAL CARGO

APPENDIX 3 DRILLING TUBULARS

APPENDIX 4 PACKING

APPENDIX 5 DOCUMENT EXAMPLES

APPENDIX 6 LIFTING OPERATIONS FLOWCHART

APPENDIX 7 NON CONFORMANCE CODE CHECKLIST

APPENDIX 8 ABNORMAL OR WIDE LOAD MATRIX

APPENDIX 9 USE OF TAG LINES

APPENDIX 10 MARINE GUIDANCE NOTE MGN 205 (M)

CROSS INDUSTRY WORK GROUP

FEEDBACK

38

APPENDIX 1 OFFSHORE TANKS CHEMICALS, OILS AND WASTE

1.1 IntroductionOffshore tanks are a common feature of most, if not all offshore installations.They are used principally for the containment and transportation of a variety ofoils and chemicals as well as returning waste products from offshore locations.

1.2 GeneralAll companies providing chemicals and oils in offshore tanks for owners andoperators of offshore installations and all offshore installations returning productsand waste to the shore should ensure that:i. The appropriate type and size of tank is selected for the product to be carried.

For more detailed information refer to Chapter 3.2 Dangerous Goods Listand Chapter 4.2 Use of Portable Tanks of the IMDG Code.

ii. All lifting equipment, frame and IMO certification for the tank is fully in date atthe time of use, and has sufficient validity remaining so as to avoid certificationexpiring when offshore.

1.3 Vessel Types1.3.1 A new coding system (portable tank instruction) for offshore tanks was introduced

in the 2000 Edition of the IMDG Code and replaced the IMO classification types 1and 2. For details of the transitional provision to the new code refer to Chapter4.2 Use of Portable Tanks of the IMDG Code.

1.3.2 Offshore tanks used for the transportation of dangerous goods of classes 3 to 9should be designed, constructed, inspected and tested in accordance with theprovisions of Chapter 6.7 of the IMDG Code.

39

1.4 IMO Inspection and Testing of Tank Vessel

INSPECTION AND TESTING

Time or IntervalHydraulic Test

(PeriodicInspection)

Leakproof Test on fullyassembled tank

(Intermediate PeriodicInspection)

Marking on TankData Plate

Initial Certification Yes Yes Competentauthority stampAt intervals not exceeding 2.5years (1) No Yes

Competentauthority stamp

At intervals not exceeding 5 years(1) Yes

Only when shell andequipment pressure testedseparately

Competentauthority stamp

Where tank vessel showsevidence of damage, corrodedareas or leakage

At the discretion ofthe competentauthority

At the discretion of thecompetent authority

Competentauthority stamp (iftest carried out)

(1) An offshore tank may not be filled and offered for shipment after the date ofexpiry of the last five year or two and a half year periodic inspection and test.However, an offshore tank filled prior to the date of expiry of the last periodicinspection and test may be shipped for a period not to exceed three monthsbeyond the date of expiry of the last periodic inspection and test. In addition,an offshore tank may be shipped after the expiry of the last periodicinspection and test:i. after emptying but before cleaning, for the purposes of performing the

next required inspection and test prior to refilling; andii. unless otherwise approved by the competent authority, for a period not

to exceed six months beyond the date of expiry of the last periodicinspection and test, in order to allow the return of dangerous goods forproper disposal or recycling. Reference to this exemption should bementioned on the shipment documentation.

Further details regarding the inspection and testing of offshore tanks can befound in Chapter 6.7 paragraph 6.7.2.19 of the IMDG Code.

1.5 General Checks for Offshore TanksThe following checks should be carried out as a minimum:i. Check the condition of the frame and ensure that generally there are no

signs of excessive corrosion or deformation.ii. Ensure that the tank is not overloaded. This can be done by calculating the

product weight and comparing the result against the plated maximumpayload on the offshore data plate. The following formula should be used toachieve this:Volume of product in tank x Product density = Payload

iii. In the case of tanks being shipped full or part-full, ensure there are no signsof leakage.

iv. Check that all certification is fully in date at the time of use, and has sufficienttest period remaining so as to prevent certification expiring when offshore.IMO certification should be checked in accordance with paragraph 1.4 of thisappendix.

v. Ensure that any old hazard and supply labelling has been removed.vi. Affix all relevant hazard and supply labelling (where required).

40

vii. Check all valve assemblies for damage and security ensuring end caps arein place.

viii. Check the manlid is securely closed.ix. Check the lifting equipment for any signs of damage.x. Ensure the fifth leg of the lifting assembly is stowed on the outside of the

tank frame for ease of connection to the crane both onshore and offshore.xi. Check the grating for any signs of damage or loose fittings.xii. Check the top surfaces for any potential dropped objects.xiii. Check the forklift pockets for loose items such as tools, stones, dunnage,

etc.Note: Increasingly, offshore tanks are being fitted with manual vacuum breaker

valves at the same end as the main bottom discharge valve. This is toremove the need for personnel to climb on top of the tank to vent prior todischarge.This valve is sometimes difficult to see through the frame of the tank andmust be checked for security.

After completion of all checks, a Tank Despatch/Return Checklist should becompleted for each load being despatched offshore or returned onshore.An illustration of the checks to be carried out on offshore tanks can be found inAppendix 5.3.

1.6 Plate MarkingsA typical example of the format for a plate fitted to a offshore IMO tank is shownbelow.

41

1.7 Offshore Tank Key Points from Checklist

42

APPENDIX 2 SPECIAL CARGO

2.1 GeneralAll cargo in this category must be considered as non-routine and the liftingoperations planned as in Section 5, Lifting and Slinging.

2.2 Unusual Shape and Weight Distribution2.2.1 Further factors, which must be taken into account when assessing unusual items

of cargo, are as follows:i. Items with high and/or offset centre of gravity will be unstable.ii. Whether any additional securing arrangements are required.iii. May be shipped or lifted in horizontal position for later up-ending offshore. In

these circumstances all aspects of transportation, lifting and installationoperations to be subject to a full Risk Assessment being carried out.

iv. May require use of lifting beams or frames or asymmetric riggingarrangements.

v. During transportation beams or frames must be removed and stowed asseparate cargo items. Where removed and subsequently re-attached for thelifting operations a full assessment of the risks involved should be performed.Otherwise they must be secured in a suitable manner to prevent damage.

vi. Long cargo baskets must be lifted horizontally.

2.2.2 Unusually Heavy Items (>20 tonnes)i. May require stowage in particular part of vessels deck.ii. Must involve discussion between all parties, including vessel Master.iii. Must involve assessment of lifting dynamics.iv. May involve further reduction in environmental criteria for operation.Experience indicates that lifting of heavy items in significant sea states exceedingapproximately 2.0 metres should not normally be attempted.

2.2.3 Unusually Long, Fragile Itemsi. May require use of special packing arrangements.ii. May require the use of tag lines. If it is considered necessary it should only

be done after a Risk Assessment has been undertaken, see Appendix 9.iii. Items vulnerable to water damage must be suitably protected.

2.2.4 Internal Sea Fastenings in CCUsInternal Sea Fastening in CCUs involving welding must only be undertakenfollowing engineering review and consultation with the container fabricator/owner.

43

2.2.5 Fragile Items, Pre-assembled and Pre-commissioned MachineryBecause of the fragile nature and the high value of these items, they should betransported in a specially designed lifting frame/module. If not the followingpoints should be considered:i. These items should be crated in a heavy-duty material to reduce the

potential for damage.ii. The crate should also be made adequately to be able to be lifted from a

CCU.iii. The crate should come complete with it's own lifting arrangements.iv. The crate should be labelled to clearly identify the fragile nature of the goods.v. The crate should then be loaded into a container ensuring due consideration

has been taken for removal when it reaches it's final destination. The itemshould then be secured in the container as detailed within these guidelines.

2.2.6 Special Lifts to Normally Unattended Installations (NUIs)Some NUIs have crane weight restrictions, which means that placing even thesmallest of equipment in a CCU will lead to the SWL of the crane beingexceeded.Where such crane weight restrictions apply, operations must be Risk Assessed,with the following points being considered:i. It may be safer to use fibre slings or suitably coated wire rope slings to lift

equipment or place equipment inside and remove equipment from CCUs.ii. In the case of scaffolding, if it cannot be loaded into a half height container

due to crane weight restrictions then it should be pre-slung and securedusing steel banding or other suitable alternatives around the bundle toprevent movement.

2.3 Examples of Special Cargo1. Anchors (Illustrated)2. BOP (Illustrated)3. Buoy (Illustrated)4. Lifeboat (Illustrated)

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No Description Illustration

1. Anchors(Bruce style)

2. BOP

Frames preferredmeans oftransportation.

3. Buoy

4. Lifeboat inTransportation Frame

45

APPENDIX 3 DRILLING TUBULARS

This category includes items, such as drill pipe and casing.

3.1 General Principles3.1.1 Certified transportation frames are considered best practice for smaller dimension

tubulars.3.1.2 Only tubulars of the same diameter should be bundled together.3.1.3 The number of tubes in each bundle should be such that the middle tubes are

gripped and will not slip out of the bundle. Whenever practicable tubulars over5.5 in diameter should be bundled in odd numbers.

3.1.4 Tubulars should always be slung with two slings, each of the same length and ofthe same SWL.

3.1.5 Slings should be placed at equal distance (approximately 25%) from the ends ofthe load. They should be double wrapped and choked around the tubular.

3.1.6 In the case of bundles of tubulars a wire clamp or a wire rope grip should be usedabove the reeved eye that forms the choke. In addition a tie wrap of robustdesign should be used on the reeved eye of the sling to prevent the eye fromslipping over the rope grip. This arrangement prevents the bundle from comingslack when its landed.Note: The live end of the sling should not be threaded under the first wrap.

3.1.7 Excessive long tubular bundles may have a tag line attached. This should besubject to a Risk Assessment.

3.1.8 Care should be taken on removing slings due to stowage movement.3.1.9 Tubular stacks should be segregated by pipe posts.3.1.10 The bottom stow of tubulars should be individually chocked or secured by other

mechanical means to stop movement.3.1.11 In preparing tubulars for transportation it is good practice to pick up the tubing

bundle for a second time to see if more slack can be taken out using clamps orbulldog clips.

3.1.12 Whilst loading, consideration should be given to the installation dischargingsequence.

3.1.13 Ensure thread protectors and endcaps are securely fastened.3.1.14 Due care and attention should be taken when loading tubulars to avoid damage

to slings.

3.2 Examples of Drilling Tubulars1. Tubing Frame (Illustrated)2. Tubing Bundle (Illustrated)3. Tubing small frame (Illustrated)4. Tubular Packing System (Illustrated)

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No Description Illustration

1. Tubing Frame

Restraining bars to besecurely fastened toavoid pipe slipping.

2. Tubing Bundle

Care should beexercised on removingslings due to stowagemovement.

3. Tubing small frame

Secure method ofmaximising storage andtransportation of tubing.

4. Tubular PackingSystem

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APPENDIX 4 PACKING

4.1 GeneralIn the course of offshore operations, cargo in transit and its sea fasteningarrangements are likely to be subjected to forces acting in three axis. Suchforces can be the result of shock loadings during transfer operations or vesselmotions in a seaway, particularly during bad weather.Goods being transported by other means will also experience significant forcesas a result of vehicle motions or rough handling during transit. Whilst beingcarried on moving vehicles, goods and their securing arrangements may also besubjected to exceptional loads during emergency incidents.These forces can result in violent, unexpected movements of the goods both atthe time an incident occurs or when the package or CCU is subsequentlyopened. Goods must therefore be adequately secured against potentialmovement within their individual packages. In turn, where the packages areloaded into a CCU they must likewise be correctly stowed and secured.Further guidance can be found in HS (G) 78 Dangerous Goods in CargoTransport Units.Failure to recognise and comply with these requirements can result in severeinjury to personnel and material damage.

4.1.1 All packaging must be suitable. It must prevent any of the contents moving orescaping under adverse weather conditions and rough handling.

4.1.2 Management arrangements in the organisation must ensure that the people whodo the work are properly trained. Training should cover:i. Compatibility of packaged goods.ii. Dangerous goods awareness.iii. Weights of packages and load distribution.iv. Securing, bracing and dunnage.v. The correct unit for the material being packed.vi. Manual handling risks.

4.1.3 The duties of the packer include the following areas:i. All packages must be suitable, properly labelled and in satisfactory condition.ii. Packages must be stowed safely and properly secured in the CCU. Checks

must be made on the weights of the packages to ensure a safe loaddistribution and to prevent the maximum permitted gross weight of the CCUbeing exceeded.

iii. The CCU must display the appropriate hazard warning labels, marks andsigns.

iv. Written information concerning loading and the potential hazards must beprepared. This must be made available to the next person handling theCCU.

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4.1.4 PackagesGeneral packing provisions are as follows:i. Polystyrene chip packing should not be used due to environmental and

safety reasons. The product should be packed using bubble wrap.ii. Nylon sacks used to send heavy items by air should be packed into

cardboard boxes.iii. Items weighing more than 25kg should be labelled as heavy for manual

handling reasons.iv. All sharp and protruding objects should be removed.Further advice is given in BS 5073: 1982 Stowage of Goods in Freight Containersand the Packaging Guidelines.

4.2 Selection of Lashing Equipment for Packing CCUsDuring transport, forces such as acceleration, braking, centrifugal and verticalforces act on the load. A prerequisite for safe transport is a suitable containerwith the appropriate structure and necessary load lashing devices. The task ofload lashing is to secure the load against the effect of these forces to preventslipping, tipping or falling.Lashing arrangements must be made up using certified materials. Woodendunnage or similar material must only be used in conjunction with such certifiedproducts.Total certified capacity of the lashing arrangements should be greater than theweight of the items being secured. Lashings should be equally distributed acrossthe item.

4.3 Examples of Packing1. Air Bag (Illustrated)2. Insert Baskets (Illustrated)3. Container Net (Illustrated)4. Corded Polyester Lashing (Illustrated)5. Door Security (Illustrated)6. Cord Strap or Lashing (Illustrated)

49

No Description Illustration

1. Air Bag

2. Insert Basket

For loading inside aclosed container (alsoknown as stillage).

Do not overload.

Consider receivinginstallations freighthandling facilities.

3. Container Net

Ensure bottom and topskirt is fully tightened.

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No Description Illustration

4. Corded PolyesterLashing

Ensure lashing iscertified.

Use 25mm and 31mmlashing with 1.5 tonneand 2.5 tonne SWL.Heavier SWL lashing isalso available.

5. Door Security

Typical methodsinclude: "Custom" type

metal seals

Metal "Karabiner"

Heavy duty tie-wrap(10mm minimumwidth)

Wire door seal

6. Cord Strap or Lashing

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APPENDIX 5 DOCUMENT EXAMPLES

Examples of documents used in these guidelines are listed below:

5.1 Cargo Summary Ticket for Outbound Cargo (Illustrated)5.2 Cargo Summary Ticket for Inbound Cargo (Illustrated)5.3 Cargo Summary Ticket for Outbound/Inbound Tanks (Illustrated)5.4 Dangerous Goods and Marine Pollutants Declaration (Illustrated)5.5 Dangerous Goods by Air Declaration (Illustrated)5.6 Transport Emergency Response Card (TREM card) (Illustrated)5.7 Cargo Rejection Note Sea (Illustrated)5.8 Cargo Rejection Note Air (Illustrated)

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5.1 Cargo Summary Ticket for Outbound Cargo

TO OPERATIONS DEPARTMENT/BUSINESS UNIT

COLLECT FROM (SUPPLIER ADDRESS) DATE TELEPHONE NUMBER

OFFSHORE LOCATION TO BE SHIPPED TO SAILING DATE VESSEL NAME

ITEMNO

DESCRIPTION/TYPE OF UNIT ORNO/TYPE OF JOINTS

UNIT ID OR NOOF BUNDLES

UNITDIMENSIONS(L X W X H)(SPECIFIED)

TARE +PAYLOAD

MAXGROSSWEIGHT

IMDGCLASS/& UNNO

CUSTOMSSTATUS

LASTTESTDATE

1

2

3

4

5

6

7

8

9

10

CARGO CHECKLIST Y/N1 Does the inspection plate show at least one month full remaining before statutory examination is due?

2 Are the doors and locking mechanisms secure with locking device attached? (Including Secondary Tie Wrap)

3 Are the units free from excessive corrosion or holes?

4 Are items packed to prevent movement/damage?

5 Have you checked for and removed any loose objects, eg tools, debris on the lift or in the forklift pockets?

6 Is the cargo retaining net secure and positioned to prevent goods falling out?

7 Are sea fastenings adequate for Worst Weather conditions?

8 Where appropriate, has Dangerous Goods cargo been notified and the container correctly labelled on all four sides(as per IMDG code)? Chemical Tanks must have a product label attached to the tank.

9 Have all slings been checked for damage and split pins correctly fitted?

10 Have gross weights been checked against SWL?

11 Have all tubulars been slung correctly and correctly orientated on trailers?

12 Are all drainage holes clear on open CCUs?

PRINT NAME SIGNATURE POSITION IN COMPANY

This document must accompany goods to the shipping port in order to ensure the correct identification of goods.Where there are multiple truckloads, one copy is to accompa