Lifting Good and Bad Practice Book

Contents
Introduction
Section 1
Cargo Carrying Units (CCUs) 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
bad
Introduction
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.
As from 1st May 2004, all Cargo Carrying Units (CCUs) must be designed, built
and tested in accordance with BS EN 12079 or DNV 2.7.1. However, you will still
come across CCUs constructed before this time which should comply with the
previous design code, BS 7072.
We dont expect you to be an expert, but you should be able to recognise

unsafe loads, poor slinging practices or defective CCUs so that the items can be
made safe or replaced to enable safe onward-shipping.
You probably wont be able to tell the difference visually, but the design standard
WILL be stamped on the Data Plate.
NO DESIGN CODE - DONT SHIP!
The safety of the loads can be compromised by:

Poor design of CCU
This Data Plate should also contain the relevant certification details (see typical
Data Plate below).
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.
REMEMBER, VISUAL / NDT INSPECTIONS ARE ONLY VALID FOR 6 MONTHS.

LESS THAN 1 MONTHS CERTIFICATION REMAINING - DONT SHIP!
typical container : good

Features:
substandard container : bad

Defects:
4 point lift
Impact damage
Padeyes angled towards centre
Damage door
Solid sheet steel construction
Faulty door seal
Protected door handles
Damaged door lock
Protected hinges
Broken door handle
Information square
Data plate missing
Date plate
Illegible markings
Forklift pockets
Excessive corrosion
Good condition, no impact damage, little / no corrosion
Holes in container fabric
OK TO SHIP
6
DONT SHIP!
7
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.
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?
basket : good
floor design : poor

Expament / wire mesh / open grating are NOT suitable as floor
material!
packing : bad
Typical cargo basket with expamet sides. Its 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. 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
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
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 boxes are generally a safer option to cargo baskets, as they are
comparably stronger and there is a reduced risk of dropped objects.
padeyes : acceptable
cargo box : good

When storing these units, although stacking is acceptable onshore, it should be
avoided where possible offshore. If there is a lack of space offshore, CCUs 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.
floor design : poor

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.
suitable for stacking : good
10
11
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.
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.
typical vertical tank crash / protection frame : good

tank design : bad
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
12
typical valve protection : good
13
Here is an example of a horizontal tank with crash / protection frame.
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.
typical horizontal tank crash / protection frame : good

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.
bottle rack : good

Note : All bottle racks should have a primary and a secondary method of
securing the bottles for transit.
14
15
Padeyes on CCUs
Padeyes should always be designed to suit specific shackles i.e:
At present there are neither national nor international standards relating to

padeye design. The following information / guidance is based on industry good
practice.
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%
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
pin dia.
jaw gap
pin dia. +10%

jaw gap -10%
padeye : good
flame-cut outer profile,
flame-cut hole, hole too near
top of padeye, padeye plate
inadequate thickness
padeye : good
16
padeye : bad
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.
17
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?
When the padeye plate is too narrow, the shackle doesnt seat properly and
causes undue stresses.
padeye : bad
another typical example : bad
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

(2) What is the colour code of this shackle, Red or Purple?
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 manufacturers mark)
18
padeye : good
19
Be aware that narrow padeyes are much more susceptible to bending and
impact damage.
This padeye (hole too big for pin) is starting to show signs of wear / stretch due
to point loading.
padeye too narrow : 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.
!!
padeye weld : bad

Pay particular attention to the welding as quality can vary between suppliers.
Can you see the problem with this weld?
hole too close to edge : bad
Answer : there was obviously too much heat used which caused substantial undercutting
20
21
Apart from the hole being too big and the plate being too narrow, what else is
wrong with this padeye?
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.
padeye orientation : good
padeye : bad
As long as the padeye plates are robust enough to withstand the slight side
loading (transverse bending), this design is acceptable.
padeye orientation : acceptable

Answer : the padeye is too long, this makes it more susceptable to bending and
puts excessive load on the weld.
22
23
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?
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?
padeye design : bad

deformed due to load through padeye
padeye design : bad
padeye design : bad
padeye design : bad

Answer : padeye is at the wrong orientation for the sling angle.
Answer : although the padeye has a doubler base plate, the angle iron frame it is welded
to is not adequately supported to prevent bending
24
25
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.
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.
iso corner casting : good (if split pin is fitted)

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?
padeye design : bad
Answer : incorrect orientation of the twist lock (lifting eye)
26
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.
27
Screw pin shackle moused / wired / tie-wrapped back to body of shackle.
Words fail me with this one !!!!!
moused or
tie wrapped
to prevent
backing off
!!! : bad
iso corner casting : good
What do you think, good or bad ?
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.
good or bad : ??
iso corner casting : good
Answer : abysmal!
28
29
Slings and Shackles
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.
Four legs onto quadruple

assembly - CORRECT!
quadruple
assembly
fifth leg
masterlink assembly : good
Four legs onto single master
link - NOT ACCEPTABLE!
typical
thimble
quad assembly : good

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.
30
single masterlink link : bad
31
Slings and Shackles
Slings and Shackles
One of the most common faults with new slings is not leaving enough tail
protruding from the standard ferrule / talurit.
If the eyes have not been pulled tight enough during the manufacturing process,
the thimbles can be dislodged in service.
rope tail must

be flush to
protruding
rope tail : bad
picture of rope eye with tail
thimbles : bad
Alternatively, if the eyes are pulled too tight, they can interfere with the pressing
process.
rope tail : good

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.
32
thimbles : bad
33
Slings and Shackles
Slings and Shackles
In the majority of cases, safety pin shackles are the preferred option (bolt, nut
and split pin).
Make sure you know what the proper pin should look like, as they are
sometimes replaced with ordinary bolts if lost.
shackle with bolt
bow safety
shackle
dee safety
shackle
shackle with bolt : bad

Finally, just because an item appears to be new, dont assume it is safe to use!
safety shackle : good
There are exceptions, e.g. as mentioned earlier, screw pin shackles with pin
secured to body are preferred for use with ISO corner castings
bow screw pin

shackle
dee screw pin

shackle
manufacturing : bad
screw pin shackle : good
34
This one managed to get through FIVE separate quality checks and actually got
into service!
35
Supply Base Checks
Supply Base Checks
Outwith your suppliers inspections, its also a legal requirement (and common
sense) to check every container, sling and shackle before you use it.
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).
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?
36
37
Supply Base Checks
Supply Base Checks
Inspection Checklist
Containers / Cargo Boxes
Check Legs for Twists
Check data plate for standard of manufacture

Check certification date and make sure that there is at least 1 months
certification remaining
Check Slings
Check Door
Seals
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
Check Door Locking
Check for
Mechanical
Damage
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 Certification
Check condition of slings and shackles (see checklist following)

Check the weight is as manifested
38
39
Supply Base Checks
Supply Base Checks
Fuel / Chemical Tanks
Check data plate for standard of manufacture

Check certification date and make sure that there is at least 1 months
certification remaining
Check Condition
of Tank
Check Condition
of Frame
Check
Certification
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 its not overloaded
Check Correct
Hazard Labels
Fitted
Check Gross
Weight for
Overload
Check Valves are
Locked Shut
40
41
Supply Base Checks
Slings and Shackles
Supply Base Checks
more than 2
legs - must have
quadruple assembly
all terminations hard eyes / thimbles
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.
safety shackles
or screw pin tie
wrapped
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
permanent bends
Check shackle for wear, corrosion, abrasion and mechanical damage.

Check that the pin is the correct one for that shackle
brocken wirs
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
kinks
bird caging
(opening up)
42
43
Supply Base Checks
Supply Base Checks
Dropped Objects
This stone found on the roof of a CCU doent look big or dangerous, but if it
falls any substancial height, even your helmet wouldnt protect you!
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.
loose debris : bad
components in fork pockets : bad
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
44
loose debris : bad
you wouldnt like to be

the victim of a dropped
of a dropped object ...
... try to make sure

no one else is!
45
Loading and Securing Contents
Packing of Containers and Open Top Units
A common cause of injury is unsecured cargo spilling out from containers when
the doors are opened.
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.
46
unsecured cargo : bad

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.
47
Typical examples of improperly secured cargo.
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
unsecured heavy cargo : bad

Large or heavy unsecured objects left loose in the container, can move around
and damage other cargo.
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 months 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
consequence of unsecured heavy cargo : bad
48
Victim of loose cargo no longer fit for service, can cause costly operational
delays.
Overload the CCU

NOTE : These rules apply whether you are shipping out from the shore base or
returning goods from offshore.
49

Always be prepared to get something repacked if it arrives in a condition that
you dont 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!
50
51
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.
Included Angle
not to exceed 90
25%
25%
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
effective sling angle and
weaken the sling.
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 fitted 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 120
Bulldog Grip
52
This hitch compresses

the load and prevents it from
slipping out of the sling
ASBRO
WireClampTM
53
The ASBRO WireClamp is a recently developed alternative to the Bulldog Grip.

It is a relatively simple piece of equipment consisting of three components:
Fit the ASBRO WireClamp using the appropriate tools as follows:
U hoop
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.
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 2 : Fit the claw into the U Hoop

and ensure the claw captures the wire
of the sling eye.
claw
open wedge socket
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
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 4 : Lightly tap the wedge from the

left to ensure the wedgelock is properly
engaged. The wireclamp is now fitted
and secure.
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.
54
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.
55
Arrival at destination to remove clamps (with the weight of bundle still
supported by the crane) do as follows:
Step 5 : Hit the wide end of the wedge
to ensure the wedgelock is free to be
depressed with the ASBRO tool.
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.
If using Bulldogs only DIN1142 type are acceptable for this particular purpose.
Typical examples:
To crane hook
Eye of sling
Fit with
threaded
portion to
this side
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.
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.
56
When lowering off with the crane, beware of tubulars rolling out to flat position.
There may be a danger of limbs being trapped.
57
Always : When stacking tubulars, insert timber packing or similar to prevent

damaging the slings.
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.
Flat bar
Different
size tubes
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:
Angle
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?
Large bore pipe
Never :
Sling in
choke bight.
Do Not knock
down bight
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.
Does it have adequate hoisting speed when fully reeved?

Is there adequate space on the installations 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 reimpacting 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 engineers
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.
58
Note : The exception is boxes which have been specifically designed for lifting
59
and these will have been tested and marked accordingly.
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.
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.
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
cranes ability to handle
loads.
A cranes 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.
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.
60
61
Positioning of Loads on Trucks
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
62
63
Security & Safety of Loads

for Road Transport
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.
Dont forget to secure
the link
64
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.
65
Security & Safety of Loads

for Road Transport
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 suppliers 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.
Sea Fastening
Sea fastening is the tying down and securing of cargo to prevent it moving
around the vessels 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.
Duty
Breaking Strain
Duty
Breaking Strain
Standard
5,000 kg
Std. 10mm dia.
7,360 kg
Heavy
10,000 kg
Hvy. 13mm dia.
11,800 kg
X. Hvy. 16mm dia.
16,800 kg
Deck
Cargo Restraint Assembly
Deck
Load Binder, Chain & Turnbuckle
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 vessels deck.
66
67
Sea Fastening
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 its calm in the harbour,
it could be rough at sea!
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.
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.
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.
68
69
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 whats
happening. This can and will save a lot of time and money and eliminate a lot of
stress on the part of the recipient.
70
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!
71
Back Loading Cargo

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 cranes 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 vessels 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 Masters responsibility to position them safely on deck.
Prior to crane operations commencing, the vessel is to be manoeuvred to within
the cranes safe operating radius and to a position where the crane operator has
an unobstructed view of the deck.
72
73
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 vessels 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 vessels 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 vessels signaller and at the
discretion of the crane operator.
Once the landing operation is completed the vessels signaller will ensure the
crane is unhooked and clear of all obstructions before giving the instruction to
hoist the hookblock.
Checklist for lifting equipment / rigging arrangement /

competence (before you lift):
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.
74
75
Banksman
Load carriers (Containers, baskets, half heights etc.)
Qualified / experienced to direct crane / lifting operation
Load carrier is of sound construction

Load carrier has data plate - SWL, Payload, max. gross weight, test date,
insp. date etc.
Pad eyes properly constructed (not flame cut)
Knowledge of hand signals / radio comms
Pad eyes properly constructed (holes to suit shackle pin dimensions)

Pad eyes properly constructed (width / thickness to suit shackle jaw gap )
Slingers
Pad eyes properly mounted (normally welded and NDTd)
Qualified / experienced to slings loads / check rigging on loads
Pad eyes mounted / welded to substantial base (not on to sheet steel)
Pad eyes angled towards centre (preferable)
Payload centred as much as possible to keep C of G central
Payload lashed down / wedged / secured to prevent movement in transit
Knowledge of hand signals / radio comms
Door nets fitted / tarpaulins fitted as required

Door seals intact
Door locks functioning correctly
Doors secured for transit e.g. padlocked / tie-wrapped etc.
No cargo protruding over edge of baskets / half heights
Old shipping labels removed (e.g. hazardous warnings etc.)
New shipping labels attached to reflect contents
Unit checked for possible dropped objects
Gross weight checked to ensure NO overload
76
77
Load (Tubulars)
Wire rope sling sets
Correctly stacked for bundling
Slings / shackles are pre-use inspected
Thread protectors fitted where applicable
Certification in date
Casing checked for possible dropped objects

Each sling rated same as load (e.g. 5 tonne load - use 2 x 5 tonne slings)
maximum 2 legs per link (unless third one is a top lifting leg)
Slings inspected prior to use (including colour code if applicable)
Correct SWL for load to be lifted
Slings positioned 25% in from either end
Fitted correctly (no twists in legs etc)
Slings double wrapped, choked, bulldogged and tie-wrapped (also applies

to singles).
Free to lift (not snagged on any part of load)
Bundle tight and secure but NOT with slings hammered down
Loads (various)
Shackles are correctly fitted - safety pin type shackles preferred with split
pins fitted
Screw pin shackles must have pins wired / tie-wrapped to shackle body
Load is of sound construction

Weight of load is known
Pad eyes / temporary lifting eyes currently certified
Route / Lay-down area
Pad eyes / temporary lifting eyes correctly installed
Route load to be travelled clear of obstacles
Load has central C of G or special slings to compensate
Lay-down area adequate load-bearing capacity
Load is balanced
Any wrap-around slings will remain in place during lifting operation
Lay-down area within cranes safe working radius for load

Work area cordoned off to uninvolved personnel
POSITION HOOK DIRECTLY OVER THE CENTRE OF GRAVITY

CLEAR PERSONNEL FROM AREA / RETREAT TO SAFE AREA
TRIAL-LIFT LOAD JUST CLEAR OF GROUND TO CHECK BALANCE AND STABILITY
PRIOR TO LIFTING
78
79
80

Lifting Good and Bad Practice Book

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Lifting Good and Bad Practice Book

Uploaded by

Copyright:

Available Formats

Contents

Cargo Carrying Units (CCUs) Design

Slings & Shackles

Supply Base Checks

Loading and Securing CCU Contents

Loads Requiring Special Attention

Positioning of Loads on Vessels

Sea Fastening (Adverse Weather Conditions)

Positioning of Loads on Trucks

Security and Safety of Loads for Road Transport

Cargo Carrying Units (CCUs) Design

We dont expect you to be an expert, but you should be able to recognise

The safety of the loads can be compromised by:

Impact damage to CCU

REMEMBER, VISUAL / NDT INSPECTIONS ARE ONLY VALID FOR 6 MONTHS.

Cargo Carrying Units (CCUs) Design

typical container : good

substandard container : bad

Padeyes angled towards centre

Solid sheet steel construction

Faulty door seal

Protected door handles

Damaged door lock

Broken door handle

Data plate missing

Good condition, no impact damage, little / no corrosion

Holes in container fabric

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

While it is acceptable to use wire mesh / expamet on the sides of a basket, it

floor design : poor

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

cargo box : good

floor design : poor

suitable for stacking : good

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

typical vertical tank crash / protection frame : good

typical valve protection : good

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

Here is an example of a horizontal tank with crash / protection frame.

typical horizontal tank crash / protection frame : good

bottle rack : good

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

Padeyes should always be designed to suit specific shackles i.e:

At present there are neither national nor international standards relating to

pin dia. +10%

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

another typical example : bad

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

padeye too narrow : bad

padeye weld : bad

Cargo Carrying Units (CCUs) Design

Cargo Carrying Units (CCUs) Design

Padeyes should be orientated in such a direction as to eliminate, or at least

padeye orientation : good

padeye orientation : acceptable

Cargo Carrying Units (CCUs) Design