2 3 Contents Introduction Section 1 Cargo Carrying Units (CCU’s) Design Section 2 Slings & Shackles Section 3 Supply Base Checks Section 4 Loading and Securing CCU Contents Section 5 Slinging of Tubulars Section 6 Loads Requiring Special Attention Section 7 Positioning of Loads on Vessels Section 8 Sea Fastening (Adverse Weather Conditions) Section 9 Positioning of Loads on Trucks Section 10 Security and Safety of Loads for Road Transport good l bad l
Section 10 Security and Safety of Loads for Road Transport
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Cargo Carrying Units (CCU’s) Design
As from 1st May 2004, all Cargo Carrying Units (CCU’s) must be designed, built and tested in accordance with BS EN 12079 or DNV 2.7.1. However, you will still come across CCU’s constructed before this time which should comply with the previous design code, BS 7072.
You probably wont be able to tell the difference visually, but the design standard WILL be stamped on the Data Plate.
NO DESIGN CODE - DON’T SHIP!
This Data Plate should also contain the relevant certification details (see typical Data Plate below).
REMEMBER, VISUAL / NDT INSPECTIONS ARE ONLY VALID FOR 6 MONTHS.
LESS THAN 1 MONTHS CERTIFICATION REMAINING - DON’T SHIP!
The main problem we have with cargo handling, is that we receive cargo for onward-shipping from various suppliers with varying standards of competence when it comes to preparation, packing and slinging of loads. In other words, they are not experts in mechanical handling.
We don’t expect you to be an expert, but you should be able to recognise unsafe loads, poor slinging practices or defective CCU’s so that the items can be made safe or replaced to enable safe onward-shipping.
The safety of the loads can be compromised by:
Poor design of CCU
Impact damage to CCU
Excessive corrosion
Poor slinging practices
Undersized rigging
Excessively worn slings
Inadequately packaged freight, etc
Loose items becoming dropped objects
This pocket book is designed to help you recognise these faults and also demonstrate good practice.
Introduction
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Cargo Carrying Units (CCU’s) DesignCargo Carrying Units (CCU’s) Design
Features:
4 point lift
Padeyes angled towards centre
Solid sheet steel construction
Protected door handles
Protected hinges
Information square
Date plate
Forklift pockets
Good condition, no impact damage, little / no corrosion
Defects:
Impact damage
Damage door
Faulty door seal
Damaged door lock
Broken door handle
Data plate missing
Illegible markings
Excessive corrosion
Holes in container fabric
OK TO SHIP DON’T SHIP!
typical container : good substandard container : bad
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Cargo Carrying Units (CCU’s) Design
The material used in the construction of containers has more or less been standardised as sheet steel. However, cargo baskets and boxes come in all shapes and sizes using a range of materials such as wire mesh and expanded sheet metal (expamet). The suitability of these units for transporting cargo will depend on the actual cargo.
Typical cargo basket with expamet sides. It’s advisable (though not essential) to have 6 inch / 150mm kicker plates around the bottom of the sides to prevent dropped objects
Note that the padeyes are angled towards the centre of the lift to avoid side loading!
The basket is not suitable for this particular cargo as there is no weather protection. (How many other problems can you identify?)
Answer : 1. fragile item (control panel and hoses) packed alongside heavy steel items 2. load not secured in basket 3. all 4 legs of wire rope sling onto 1 link
While it is acceptable to use wire mesh / expamet on the sides of a basket, it should not be used as floor material. Can you give three reasons why it is not suitable?
Cargo Carrying Units (CCU’s) Design
Expament / wire mesh / open grating are NOT suitable as floor material!
Answer : 1. Expamet is generally not strong enough 2. it is easily pierced by sharp heavy objects 3. the possibility of smaller items falling through the mesh, i.e. dropped objects
basket : good
packing : bad
floor design : poor
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Cargo Carrying Units (CCU’s) Design
Cargo boxes are generally a safer option to cargo baskets, as they are comparably stronger and there is a reduced risk of dropped objects.
When storing these units, although stacking is acceptable onshore, it should be avoided where possible offshore. If there is a lack of space offshore, CCU’s can be stacked (maximum two boxes high), but only if they are designed for that purpose and a Job Safety Analysis (JSA) has been carried out. Below is a typical example of a stacking bracket which locates and holds the upper basket in position while at the same time, protecting the slings.
On this particular basket, you will notice that the padeyes are NOT angled towards the centre. With baskets that are longer than they are wide, this can be acceptable as long as the padeyes are robust enough to withstand the side loadings that they would incur under normal working conditions. Obviously, the longer the basket in relation to its width, the lesser the side loading on the padeyes.
Cargo Carrying Units (CCU’s) Design
padeyes : acceptable
floor design : poor
cargo box : good
suitable for stacking : good
Generally, if the padeye thickness is 75% or more of the shackle jaw gap (and correctly proportioned), it will be sufficient to withstand the bending.
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When it comes to Tote tanks, i.e. tanks for handling aviation fuel, oils, chemicals, etc, the majority are single skinned. This means they are susceptible to impact damage. If the impacts are made by sharp objects, there is a danger of them piercing the tanks and spilling the contents. These tanks should either be “double skinned”, or more practically, protected by a crash / protection frame.
Cargo Carrying Units (CCU’s) Design
typical vertical tank crash / protection frame : good
tank design : bad
Here we have a typical crash / protection frame for a verticle tank. Other important features are protection of the valves, grating on the roof (to prevent slings falling through and becoming entangled) and a ladder for access.
Cargo Carrying Units (CCU’s) Design
Apart from the lack of a crash frame, what other poor design can you see here?
Answer : lifting padeye welded directly onto the skin of the tank. padeye design not very good, e.g. hole too big, plate too narrow for shackle
typical valve protection : good
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Cargo Carrying Units (CCU’s) Design
Gas bottle racks are a popular method of shipping gas bottles to and from the worksite. Depending on quantity of gas bottles being shipped and the corresponding size of the racks, they can be fitted with four, two, or even one single padeye. As there is no safety back-up with a single padeye, it is advisable to have an increased factor of safety.
bottle rack : good
Cargo Carrying Units (CCU’s) Design
Here is an example of a horizontal tank with crash / protection frame.
typical horizontal tank crash / protection frame : good
Note : All bottle racks should have a primary and a secondary method of securing the bottles for transit.
Warning : Partially filled tanks can be hazardous to handle due to the fluid movement of the contents shifting the centre of gravity. For this reason, it is preferable to use cranes as the lifting appliance. However, if forklift trucks are used, extra care must be exercised to prevent the tanks toppling off the forks or even worse, over-turning the forklift truck when cornering.
Note : All valves should be secured and locked to prevent inadvertent opening in transit.
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Cargo Carrying Units (CCU’s) Design
Padeyes on CCU’s
At present there are neither national nor international standards relating to padeye design. The following information / guidance is based on industry good practice.
Padeyes that have been flame cut must have all cutting marks ground out to eliminate stress points. The holes should always be drilled or bored and not flame cut. If cheek plates are fitted, they should be line bored after fitting.
smooth profile, hole correct size, hole bored / drilled, adequate thickness. adequate material left around hole, good quality welding
flame-cut outer profile, flame-cut hole, hole too near top of padeye, padeye plate inadequate thickness
Cargo Carrying Units (CCU’s) Design
Padeyes should always be designed to suit specific shackles i.e:
i) Minimum hole size: To avoid point loading, the holes should be equal to the diameter of the shackle pin plus 10%
ii) Maximum plate thickness: To ensure a neat fit in the shackle jaw, the maximum width of the padeye should be equal to the jaw gap of the shackle less 10%
pin dia.jaw gap
pin dia. +10%jaw gap -10%
padeye : good
padeye : bad
padeye : good
iii) Maximum hole size: Ideally, the padeye hole should not be greater than 125% times the shackle pin diameter
iv) Minimum plate thickness: Ideally, the padeye width (including cheek plates where applicable) should not be less than 75% of the shackle jaw gap
Note : If percentages at iii) and iv) are exceeded, check with your supervisor as to their suitability for shipping.
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Cargo Carrying Units (CCU’s) Design
If the knuckle of the shackle can fit through the hole, the hole is definately too big. (1) In this particular case, what else is wrong?
Answer (1) : the padeye plate is far too narrow, and there is substantial impact damage.Answer (2) : Purple (the Red paint on the pin is the manufacturer’s mark)
(2) What is the colour code of this shackle, Red or Purple?
Cargo Carrying Units (CCU’s) Design
When the padeye plate is too narrow, the shackle doesn’t seat properly and causes undue stresses.
If narrow plate is used to fabricate the padeye, cheek plates should be welded on (prior to boring the hole for the shackle pin) to fill the shackle jaw gap.
another typical example : bad
another typical example : bad
padeye : bad
padeye : good
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Cargo Carrying Units (CCU’s) Design
Be aware that narrow padeyes are much more susceptible to bending and impact damage.
Answer : there was obviously too much heat used which caused substantial undercutting
Pay particular attention to the welding as quality can vary between suppliers. Can you see the problem with this weld?
!!
Cargo Carrying Units (CCU’s) Design
This padeye (hole too big for pin) is starting to show signs of wear / stretch due to point loading.
padeye too narrow : bad
padeye weld : bad
hole too big for pin : bad
This padeye does not have enough material around it i.e. bored to close to the edge of the plate, therefore would not last long in service.
hole too close to edge : bad
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Cargo Carrying Units (CCU’s) Design
Apart from the hole being too big and the plate being too narrow, what else is wrong with this padeye?
Answer : the padeye is too long, this makes it more susceptable to bending and puts excessive load on the weld.
padeye : bad
Cargo Carrying Units (CCU’s) Design
Padeyes should be orientated in such a direction as to eliminate, or at least reduce out-of-plane loading. This is normally achieved by angling the padeyes towards the centre of the load and is common on most containers and square baskets. However, with long narrow baskets, e.g. tool baskets, this is not always the case.
As long as the padeye plates are robust enough to withstand the slight side loading (transverse bending), this design is acceptable.
padeye orientation : good
padeye orientation : acceptable
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Once you have established that the padeye material is adequate, you have to consider the suitability of its connection to the CCU. Can you spot the problems with the following design?
Cargo Carrying Units (CCU’s) DesignAnswer : although the padeye has a doubler base plate, the angle iron frame it is welded to is not adequately supported to prevent bending
padeye design : bad
padeye design : bad
Cargo Carrying Units (CCU’s) Design
The parent material that both these padeyes are welded to is more slender than the actual padeye, i.e. not strong enough to take the loadings. What else can you see wrong with the bottom padeye?
Answer : padeye is at the wrong orientation for the sling angle.
deformed due to load through padeye
padeye design : bad
padeye design : bad
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padeye design : bad
In this example, the padeye looks OK, although a bit narrow, but the method of attaching to the CCU, e.g. a mixture of welding and bolting leaves a lot to be desired.
Cargo Carrying Units (CCU’s) Design
The padeye base plate, although welded at the back, is only bolted to a thin steel flat bar at the front which, A) does not appear strong enough to support the load, and B) will allow water or moisture to get between the plates causing corrosion which cannot be readily monitored.
padeye design : bad
In this example, the padeye has been welded directly to the skin of the tote tank.
Finally, you may often come across ISO type corner castings. These are primarily designed to be lifted using special twist locks, however, it is acceptable to use ordinary shackles with them. The dimensions of the openings and the surrounding material determines the maximum shackle size that can be used.
Cargo Carrying Units (CCU’s) Design
Although safety pin shackles are normally preferred, with ISO corners, it is difficult if not impossible, to fit the split pin. For this reason it is better to use screw pin shackles, with the fully tightened pin moused / wired / tie-wrapped back to the body of the shackle to prevent the pin unscrewing in service.
What can you see wrong with this particular arrangement?
iso corner casting : good (if split pin is fitted)
Answer : incorrect orientation of the twist lock (lifting eye)
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If a smaller shackle is fitted, i.e. the knuckle of the shackle can fit through the hole in the ISO corner casting, It is acceptable to use safety shackles upside down as the split pin can be fitted in this position.
Cargo Carrying Units (CCU’s) Design
Screw pin shackle moused / wired / tie-wrapped back to body of shackle.
moused or tie wrapped to prevent backing off
iso corner casting : good
iso corner casting : good
Cargo Carrying Units (CCU’s) Design
Words fail me with this one !!!!!
What do you think, good or bad ?
Answer : abysmal!
!!! : bad
good or bad : ??
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Slings and Shackles
Container slings are generally four-leg assemblies more often than not, fitted with a fifth leg (top lifting leg) designed to hang down the side of the CCU to prevent personnel having to climb up to attach rigging.
To avoid “out of plane” forces no more than 2 legs should be fitted to a master link, therefore a quadruple assembly should be used in the manufacture. In addition, to improve the bend ratio and durability of the sling eyes, thimbles (hard eyes) should be fitted throughout.
typical thimble
quadruple assembly
fifth leg
quad assembly : good
Slings and Shackles
Four legs onto quadruple assembly - CORRECT!
Four legs onto single master link - NOT ACCEPTABLE!
masterlink assembly : good
single masterlink link : bad
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Slings and Shackles
One of the most common faults with new slings is not leaving enough “tail” protruding from the standard ferrule / talurit.
rope tail must be flush to protruding
picture of rope eye with tail
Ideal length of tail is 1/3 rope diameter.
Note: if it is too long, it snags, bends and tends to cause hand injuries.
Note : Be aware that there are also slightly longer talurits where the wire does NOT protrude, but these are evident by their; tapered end.
rope tail : bad
rope tail : good
Slings and Shackles
If the eyes have not been pulled tight enough during the manufacturing process, the thimbles can be dislodged in service.
Alternatively, if the eyes are pulled too tight, they can interfere with the pressing process.
thimbles : bad
thimbles : bad
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Slings and Shackles
In the majority of cases, safety pin shackles are the preferred option (bolt, nut and split pin).
There are exceptions, e.g. as mentioned earlier, screw pin shackles with pin secured to body are preferred for use with ISO corner castings
safety shackle : good
screw pin shackle : good
bow safety shackle
dee safety shackle
dee screw pin shackle
bow screw pin shackle
Slings and Shackles
Make sure you know what the proper pin should look like, as they are sometimes replaced with ordinary bolts if lost.
shackle with bolt
Finally, just because an item appears to be new, don’t assume it is safe to use!
This one managed to get through FIVE separate quality checks and actually got into service!
shackle with bolt : bad
manufacturing : bad
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Supply Base Checks
Outwith your suppliers’ inspections, it’s also a legal requirement (and common sense) to check every container, sling and shackle before you use it.
For this reason, it is important to have a checking system when receiving equipment at the base.
Unfortunately, at some locations, examination or inspection of lifting equipment has dwindled to purely a paperwork exercise ... in other words, checking that the certification matches the identification numbers stamped on the items while scant attention is paid to the actual physical condition of the Cargo Carrying Unit (CCU) or slings. As a result of this, many defects are only picked up if they are glaringly obvious or even worse, after an incident occurs!
what about the corrosion?
The “goods in” inspection check lists for the various types of gear expected should enable the inspector to pin-point any defects. (see the following checklists).
Supply Base Checks
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Supply Base Checks
Containers / Cargo Boxes
Check data plate for standard of manufacture
Check certification date and make sure that there is at least 1 month’s certification remaining
Check capacity of the CCU and ensure its not overloaded
Ensure correct hazard labels are affixed if applicable
Ensure old hazard labels are removed
Check structure and general condition of CCU
Check condition of door locks and seals
Check that heavier cargo is at the bottom
Make sure there are no sharp items next to soft skinned drums
Ensure there is adequate packing between the items of freight
Check the cargo is lashed down or wedged in place
In open top units, check drainage holes are clear
Check door safety nets are fitted where possible
Ensure there are no loose items on the roof of the CCU
Check condition of slings and shackles (see checklist following)
Check the weight is as manifested
Inspection Checklist
Supply Base Checks
Check Door Seals
Check Legs for Twists
Check Slings
Check for Mechanical Damage
Check Certification
Check Door Locking
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Supply Base Checks
Check data plate for standard of manufacture
Check certification date and make sure that there is at least 1 month’s certification remaining
Check structure and general condition of tank
Check condition of protection frame
Ensure correct hazard labels are affixed if applicable
Ensure old hazard labels are removed
Check that valves are locked shut and there are no leaks
Ensure there are no loose items on the roof of the tank
Check all bolt-on covers are secure
Check condition of slings and shackles (see checklist following)
Check gross weight of the tank and ensure it’s not overloaded
Inspection ChecklistFuel / Chemical Tanks
Supply Base Checks
Check Condition of Frame
Check Condition of Tank Check
Certification
Check Gross Weight for Overload
Check Valves are Locked Shut
Check Correct Hazard Labels Fitted
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Slings:
Check the colour coding (where applicable) is current and the sling has a plant number/ID mark
Check sling legs for wear, corrosion, abrasion, mechanical damage and broken wires.
Check that the sling is correctly fitted, ie no twists in the legs
Check the SWL is adequate for the load
Shackles:
Check the colour coding (where applicable) is current and the shackle has a plant number/ID mark
Check shackle for wear, corrosion, abrasion and mechanical damage.
Check that the pin is the correct one for that shackle
Ensure that safety pin shackles are fitted with split pins or that shackles with screw pins have their pins secured to the body, e.g. with cable ties
Check the SWL is adequate for the loading in the sling legs
Supply Base Checks
Inspection ChecklistSlings and Shackles
Supply Base Checks
more than 2 legs - must have quadruple assembly all terminations -
hard eyes / thimbles
safety shackles or screw pin tie wrapped
permanent bends
brocken wirs
kinks
bird caging (opening up)
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Supply Base Checks
Dropped Objects
The final check on any cargo should be for any loose items which may fall off and become a dropped object, e.g. Can you think of 5 typical examples of a dropped object.
Answer : 1 debris such as gravel and stones in forklift pockets, 2 tools such as hammers, pliers left on top of containers, 3 Loose data plates, 4 padlocks, 5 valve handles from tanks
loose debris : bad
components in fork pockets : bad
This stone found on the roof of a CCU doen’t look big or dangerous, but if it falls any substancial height, even your helmet wouldn’t protect you!
Supply Base Checks
loose debris : bad
you wouldn’t like to be the victim of a dropped of a dropped object ...
... try to make sure no one else is!
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Loading and Securing Contents
Packing of Containers and Open Top Units
Certain chemicals and materials which, when combined (possibly through transit damage), can become toxic, highly flammable or explosive. It is imperative that such material are kept apart. There is a document known as the International Maritime Dangerous Goods (IMDG) code for handling, and shipping dangerous goods which gives guidance on this subject.
Once your cargo has been separated and segregated according to compatibility, the next thing to establish is the weight of the individual items of cargo to allow you to select the capacity of your CCU. If the items are not marked or manifested, then you will have to weigh them using a loadcell or crane weigher to ensure the CCU is not overloaded. These must have an accuracy of plus or minus 4% and be checked for calibration at least once a year.
Initially, the aim when packing a CCU is to distribute the load or contents evenly over the floor to keep it balanced. This will prevent unequal loading on the slings and to keep the CCU level when lifting.
The second most important action is to secure the load inside the container to prevent it moving around in transit.
Note : Think about the safety of the people at the receiving end.
Loading and Securing Contents
A common cause of injury is unsecured cargo spilling out from containers when the doors are opened.
If you suspect the cargo has moved in transit, e.g. you can feel the pressure on the door handle, you can use door safety straps or even a rope to control the opening of the doors remotely.
unsecured cargo : bad
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Loading and Securing Contents
Typical examples of improperly secured cargo.
Large or heavy unsecured objects left loose in the container, can move around and damage other cargo.
unsecured heavy cargo : bad
Loading and Securing Contents
There are fundamental rules based on common sense that will help to protect your cargo and they are as follows:
Always
Place heavier cargo at the bottom with the lighter goods on top
Use packing to prevent damage between items of cargo
Lash down or wedge cargo to prevent movement in transit
Where applicable, use door safety nets
Remove old hazard labels
Where necessary, attach relevant new hazard labels
Where applicable, check drainage holes are not blocked
Fit waterproof covers where necessary
Ensure no loose items have been left on the roof of the CCU
Check final weight of CCU for manifest purposes
Never
Ship a CCU with less than one month’s certification remaining
Ship cargo in a damaged or sub-standard CCU or with damaged slings
Place heavy cargo on top of fragile cargo
Ship cargo loose or unsecured in the CCU
Pack sharp items next to soft skinned drums
Guess or estimate the weight of the loaded CCU for the manifest
Let cargo protrude over the side or be in a position to roll or fall off an open top container
Overload the CCU
NOTE : These rules apply whether you are shipping out from the shore base or returning goods from offshore.
consequence of unsecured heavy cargo : bad
“Victim” of loose cargo no longer fit for service, can cause costly operational delays.
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Loading and Securing Contents
Always be prepared to get something repacked if it arrives in a condition that you don’t think is good enough. As mentioned previously, suppliers are not always expert in cargo handling.
High value and / or fragile cargo can often merit purpose built transportation units.
This may seem a costly solution, but it could cost a lot more if it arrived damaged!
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Din 1142 type wire rope grips are preferred for this purpose.
Only bundle together tubulars of the same diameter. If you mix them up, the smaller ones will slide out if the bundle gets jarred or tilted (the same applies to bundles of materials with different cross-sections).
Because the slings will be in choke hitch and operating at an angle, each sling must be rated at the total weight of the bundle, for example, two six tonne slings will be needed for a six tonne lift.
Never hammer down the choke hitch to tighten it. This will increase the ef fec tive sling angle and weaken the sling.
This hitch compressesthe load and prevents it from slipping out of the sling
Slinging of Tubulars
Included Angle not to exceed 120º
The slinging of tubulars is a very common lifting operation. The slings ideally should be positioned approximately 25% (of the total length) in from either end.
The slings must be double wrapped with a choke hitch taking care not to cross over the wires on the underside of the pipe or tube bundle. The choke hitch should be pulled tight to contain the bundle and secured using an ASBRO WireClamp™ (preferred) or a bulldog grip. If using a bulldog grip, a tie wrap should then be fi tted to prevent the reeved eye slipping over the bulldog should the bundle loosen in transit.
Each sling should have a SWL approximately equal to the gross weight of the load.
Included Angle not to exceed 90º
25% 25%
Slinging of Tubulars
ASBRO WireClampTM
Bulldog Grip
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The ASBRO WireClamp™ is a recently developed alternative to the Bulldog Grip. It is a relatively simple piece of equipment consisting of three components:
ASBRO WireClamps™ may have already been examined and certified fit for use, but if not, they must be visually inspected before each use as follows:
Check the clamp is the correct size for the wire rope (size is hard stamped on the “U” hoop).
Inspect the “U” hoop for excessive wear, cracks, deformity and impact damage.
Inspect the claw for excessive wear, cracks, deformity and impact damage.
Inspect the wedge for excessive wear, cracks, deformity and impact damage and check that the wedgelock is free to move.
Rejection Criteria
The clamp should be rejected when there is any obvious excessive wear, cracks, deformity or impact damage or if the clamp allows the rope to slip through when landing the bundle thus allowing the bundle to become slack.
Care and Maintenance
The clamps must be inspected for damage after removing from sling. The wedgelock should be greased if required and the clamp reassembled and stored in a box marked with the correct size / diameter for future use. They should be stored in a dry atmosphere.
Reusability
ASBRO WireClamps™ can be safely re-used as long as they pass the pre-use visual inspection. The amount of times they can be re-used will depend on the treatment they receive in service.
Fit the ASBRO WireClamp™ using the appropriate tools as follows:
Note : After landing load on the truck or supply vessel, check that the bundle remains secure and there is no back slippage of the rope through the clamp. Should any back slippage be apparent and / or the bundle becomes slack, the clamps must be replaced with new ones.
Step 1 : Dismantle ASBRO WireClampTM and position “U” Hoop on sling wire just above the choke eye. Slide up / down if required to clear thin assembly wire.
Step 4 : Lightly tap the wedge from the left to ensure the wedgelock is properly engaged. The wireclamp is now fitted and secure.
Step 3 : With the claw component towards you, introduce the wedge from the right ensuring it passes through both sides of the “U” Hoop and the hole in the claw and hammer wedge until the wedgelock clicks into the locked position.
Step 2 : Fit the claw into the “U” Hoop and ensure the claw captures the wire of the sling eye.
Slinging of Tubulars Slinging of Tubulars
claw
“U” hoop
open wedge socket
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Although the British Standard indicates that it is acceptable to single wrap and choke INDIVIDUAL tubulars, this is only recommended under ideal conditions. In all other cases where outside influences can affect the safety of the lift, eg offset centre of gravity, lifting on a vessel where the load is liable to swing, lifting in windy conditions, lifting in confined spaces, lifting excessive heights, etc. it is recommended that these tubulars are also double wrapped. If the tubular or load is being lifted and laid down more than once, it may also be advisable to lock the choke with an ASBRO WireClamp™ or a wire rope grip (bulldog) secured with a tie-wrap.
Always : Prepare your landing site to enable the bundles to be landed without crushing the slings.
If using Bulldogs only DIN1142 type are acceptable for this particular purpose.
Typical examples:
16 mm for 3 tonne slings
19/20 mm for 4.8 tonne slings
22 mm for 5 tonne slings
Warning : Do not over-tighten the grip as this could damage the wire rope.
Step 6 : Push and hold in the wedgelock with the ASBRO tool and hit the wedge at the narrow end to disassemble the ASBRO WireClamp™.
Step 5 : Hit the wide end of the wedge to ensure the wedgelock is free to be depressed with the ASBRO tool.
Arrival at destination to remove clamps (with the weight of bundle still supported by the crane) do as follows:
Eye of sling
Fit withthreadedportion tothis side
To crane hook
When lowering off with the crane, beware of tubulars rolling out to flat position. There may be a danger of limbs being trapped.
Slinging of Tubulars Slinging of Tubulars
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Loads Requiring Special Attention
There will on occasion, be loads which are out of the ordinary and require special attention, eg loads that are quite small but extremely heavy. In this case, it is imperative that spreaders or pallet bars are used to distribute the weight over the load bearing members in the floor of the CTU. This is to prevent the load falling through in the event of dynamic/shock loading.
If the load is extremely heavy, possibly nearing the maximum capacity of the crane on the offshore installation, there will have to be additional planning required to ensure the lift can proceed, eg questions to ask:
Is the weather forecast favourable?
Can the vessel manoeuvre to within the cranes safe operating radius for that load?
Will the crane be correctly reeved up to perform the lift?
Does it have adequate hoisting speed when fully reeved?
Is there adequate space on the installation’s deck to receive the load?
Is the load bearing capacity of the deck (both vessel and installation) adequate?
Will the load exert excessive point loading and is special packing required to protect the decks?
It may be advisable to involve the services of an engineer who will indicate the maximum sea state/radius in which the lift can be made without the load re-impacting on the deck as the vessel rises on the next wave. This information would then be passed on to the installation. You may also prefer an engineer’s input if the load is fragile or if it is an expensive piece of equipment.
If the load has a high centre of gravity and is unstable, it may be preferable to ship it in the horizontal position for upending once it is landed on the installation. This being the case, additional rigging may be required to perform the upending operation.
If the cargo is contained in a wooden box, it must be put into a CTU for transportation, ie do not sling the box itself as it may collapse under load and/or the cargo could fall out of the bottom.
Note : The exception is boxes which have been specifically designed for lifting
Always : When stacking tubulars, insert timber packing or similar to prevent damaging the slings.
Never :
Sling tubes of different diameters.
Sling a mixture of tubulars, angle, flat bar, etc. (in both cases the smaller items will slip out).
Tighten the choke by hammering as this will increase the effective sling angle thus weakening the sling.
Angle
Flat bar
Large bore pipe
Differentsize tubes
Sling in choke bight.Do Not knock down bight
Slinging of Tubulars
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Positioning of Loads on Vessels
The positioning of loads on a vessel is very important and can make the difference between whether or not they can be offloaded at their destination especially if the weather conditions are marginal for lifting operations.
Obviously, this is more critical for the heavier loads but even lighter loads positioned in the middle of the vessel can cause problems if the vessel cannot manoeuvre close enough to the installation. For that reason, cargo must be prioritised and positioned on the vessel accordingly.
If the vessel is shared between Installations or Operating Companies which is often the case, the positioning of cargo will be affected by the order in which it will be taken off. However, there are other considerations such as each individual crane’s ability to handle loads.
A crane’s lifting capacity decreases as the radius increases therefore heavier loads or priority containers (food for example), should always be placed towards the side of the vessel that will be along side the installation. This is to allow the vessel to maintain an acceptable distance from the installation when manoeuvring the load to within the cranes working radius for that particular load.
and these will have been tested and marked accordingly.
Once the cargo has arrived at the destination and has been removed from the CTU, it should be handled using cargo nets. Alternatively, the cargo could be removed from the box and have slings attached directly to it for further handling.
If the load has an offset centre of gravity you will have to arrange for special slings with varying leg lengths to compensate. Alternatively, a fabricated lifting beam or frame can be used.
If a lifting beam or frame is being used, it is important to lash it down to the item of cargo once it is loaded onto the vessel to prevent it damaging the cargo in transit if the weather gets rough.
If the load is fragile, or extremely valuable, it may be necessary to have a container specially made to waterproof, protect and transport it to its destination.
Loads Requiring Special Attention
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Positioning of Loads on Vessels
The positioning of standard containers and open top containers next to each other does not usually present problems but consideration is required when placing other types of loads together on the vessel. The aim is to prevent any load snagging against another load when being lifted off again. A typical example of poor vessel loading would be the positioning of bundles of tubulars in close proximity to fuel or oil tanks where there is the possibility that they could get tangled up in the tank protection frame or even pierce the tank should the bundle swing.
The preparation of a deck plan for the supply vessel can save a lot of time by reducing the amount of double handling and consequently lessen the
Positioning of Loads on Trucks
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The security and safety of loads coming into the base is the responsibility of the supplier but they must be aware of the minimum standards acceptable to the base.
Loads being returned to the supplier however, are the total responsibility of the base. If trucks are carrying a variety of equipment for different suppliers, the first thing to consider is the order in which they will be taken off. The driver can then be given a route map and suppliers can be contacted in advance to be advised of deliveries. Forward planning and the resultant positioning of loads on
the truck will reduce double handling to a minimum and hence reduce the potential for accidents.
The actual securing of loads on the transport will depend on what the load is, but in general, there are accepted practices for handling standard cargo, eg when transporting containers on trailers, you must make sure the doors are locked and secure. A minimum of two cargo restraints per container are required to lash it down.
Don’t forget to secure the link
The material for the lashings will depend on the weight of the load, eg Polyester cargo restraints will be sufficient for the majority of cargo but extremely heavy loads will have to be secured using high tensile chains and loadbinders.
Security & Safety of Loads for Road Transport
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Always remember to secure the 5th leg of container slings to prevent them swinging into the path of other vehicles on corners.
When transporting tubulars, when each bundle is landed, the slings should be laid along the length of the bundle to prevent them being crushed by the next bundle. (This makes it easier for offloading at the supplier’s yard). Samson posts should be in place along the sides of the trailer and wedges should be used where necessary to stabilise the load.
The weight of any particular load or bundle should be known and if on the heavy side, for safety reasons, this information should be relayed in advance to the suppliers to allow them to organise suitable cranage or forklift trucks.
Security & Safety of Loads for Road Transport
Sea fastening is the tying down and securing of cargo to prevent it moving around the vessel’s deck in bad weather. All cargo should be restrained in the three directions of movement, eg forward to aft, port to starboard and against upward movement.
For the majority of containers positioned along the side of the vessel, it is common practice to use winches on the deck to secure them.
Most vessels have eyeplates or rings sunk into the decks to which various types of lashing equipment can be attached. The most popular and easy to use are polyester cargo ratchet lashings. For heavier duty restraint, there are loadbinders which are used with chain and rigging screws.
Note : Hold down capacity = 1/3 of breaking strain.
Support stools are normally secured to the deck for shipping large pipes. These pipes are then lashed down onto them for stability during transit.
Larger loads can actually have transportation frames to both support the load and also spread the load over the strong points of the vessel’s deck.
Sea Fastening
Duty Breaking Strain
Standard 5,000 kg
Heavy 10,000 kg
Duty Breaking Strain
Std. 10mm dia. 7,360 kg
Hvy. 13mm dia. 11,800 kg
X. Hvy. 16mm dia. 16,800 kg
Deck Deck
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Sea Fastening
WARNING : Securing a load by welding directly to the vessel deck is to be avoided at all costs due to the danger of some of the welds still being intact as the lift takes place.
This could severely overload your crane!
If any special sea fastening arrangements have been made, it is vitally important that the supply vessel crew is instructed as to the removal procedure once the load has arrived at the destination.
Depending on the complexity of the project, procedural documents, job packs or even specialised personnel may have to be onboard to assist with the offloading.
If the load is of a substantial height, ladders may be required to allow the deck crew access to hook up the rigging when offloading.
Adverse Weather Conditions
In section 12 we have dealt in depth with adverse weather conditions restricting crane operations but obviously, they also have a bearing on cargo handling operations.
The first and most important task is to evaluate the priority of cargo against the chances of it being damaged in transit. There is no point in shipping it out if it arrives at the destination damaged and possibly unusable, it will only get sent back again at great cost to all concerned. It would be more efficient to ship it a few days late as opposed to shipping it on time, then having to wait weeks to have it repaired!
If the cargo is essential and has to be shipped, consideration must be given to packaging it more securely due to the possibility of it shifting within the CTU in transit, and becoming a hazard at the other end when its opened.
It may also be necessary to waterproof it because...
...although it’s calm in the harbour, it could be rough at sea!
In severe weather conditions, there is the added possibility of the cargo breaking loose on deck which can be very hazardous to the deck crew when they try and re-secure it on a pitching and heaving deck. There is the obvious risk of them being trapped and crushed between loads or the load and the side of the vessel.
Consider the use of additional or stronger sea lashings to compensate for rough weather.
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Communications
Communications in this context is about letting everyone know in advance, what is happening with regards to cargo movements to allow them to make any special arrangements. It is also about issuing specific instructions where required, to ensure the cargo is handled in the safest possible manner.
For outward bound cargo, manifests and any special instructions should be relayed to both the vessel Master/crew and the relevant personnel at the destination. This is the opportunity to give any special instructions to the vessel crew with regards to releasing sea fastenings etc. Failure to do this can have serious consequences, eg:
Loads being lifted off with the transportation steel work still attached
Sea fastenings still attached when the lift begins
WARNING : By far, the most dangerous oversight is failing to remove all sea fastenings and the crane ends up trying to lift the whole vessel.
For inward bound cargo, advance notification to the relevant personnel at the base allows them to make sure they have enough personnel to cope with the offloading. It also allows them to organise any special activities such as toxic waste disposal, onward transportation, give advance notification to all relevant suppliers to make them aware of returning cargo, eg ensure they have adequate lifting capacity available.
When sending goods from the base back to suppliers, if possible, organise the drop-offs first and plan the route for the trucks to take to minimise the double handling of loads.
NOTE : A short phone call or fax is all it takes to alert everyone as to what’s happening. This can and will save a lot of time and money and eliminate a lot of stress on the part of the recipient.
Imagine how you would feel if you had just finished work for the day, organised a game of golf and six fully laden trucks arrive at your yard!
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Can the vessel manoeuvre to within the cranes safe operating radius for that load?
One of the most important aspects in dealing with returning cargo is the accurate weighing and manifesting of returning cargo. The fact that most of the returns are scrap items of unknown weight makes it essential that they are weighed as they are loaded into the CTU. If this is not possible, then as a minimum, the gross weight should be checked against the crane’s weighload to ensure the CTU is not overloaded and to gain accurate information for the manifests.
NEVER JUST GUESS THE WEIGHT - WEIGH IT ACCURATELY
Make sure the contents of the CTU are secure and not just crammed in to maximise any free space in the CTU.
Think about the handler at the receiving end!
Remember to remove all previous hazard warning labels if they no longer apply but do affix new ones if applicable, eg LSA warnings
WARNING : Remove any loose items from the top of cargo transport unit
A copy of the manifest must be given to the vessel’s Master with whom the crane operator will
liaise regarding the order in which the cargo is loaded back onto the
vessel. It is the vessel Master’s responsibility to position them safely on deck.
Prior to crane operations commencing, the vessel is to be manoeuvred to within the crane’s safe operating radius and to a position where the crane operator has an unobstructed view of the deck.
Back Loading Cargo
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Back Loading Cargo
All loads should be lowered over open sea, ie clear of the vessel in case of rigging failure. When the load is approximately 8 to 10 metres above the height of the vessel’s deck, the operator will slew the load over the deck, and lower off under the instructions of the signaller onboard the vessel. The operator will use his judgement for the final lay down of the load.
For heavier loads, the vessel may have to pull away prior to the load being lowered until it is approximately 6 to 8 metres above the vessel’s deck level. The crane should then cease lowering and the vessel should then manoeuvre its deck below the load, thus maintaining the crane within its safe working radius. The load will be finally landed under direction from the vessel’s signaller and at the discretion of the crane operator.
Once the landing operation is completed the vessel’s signaller will ensure the crane is unhooked and clear of all obstructions before giving the instruction to hoist the hookblock.
Crane / Hoist
Crane / Hoist pre-use inspected
Certification of crane / hoist is current
Adequate capacity for lifts
Adequate boom length / height of lift
Set up correctly for lifts (correct radius / adequate number of falls)
Set up correctly (level, on firm ground)
Set up correctly (outriggers fully extended and pinned)
Set up correctly (load spreaders / sleepers used under outriggers if required)
Set up correctly (clear of O/head power lines)
Set up correctly (clear of underground services)
Set up correctly (far enough away from excavations)
Certification of ancilliary equipment current (e.g. chain slings, hook blocks etc.)
Crane / Hoist operator
Qualified / experienced to operate crane / hoist
In good health / reasonably fit
Eyesight satisfactory
Knowledge of basic slinging
Knowledge of hand signals / radio comms.
Checklist for lifting equipment / rigging arrangement / competence (before you lift):
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Banksman
Qualified / experienced to direct crane / lifting operation
In good health / reasonably fit
Eyesight satisfactory
Knowledge of basic slinging
Knowledge of hand signals / radio comms
Slingers
Qualified / experienced to slings loads / check rigging on loads
