Guideline For Safe Packing and Handling

Guidelines
for the Safe

Packing and
Handling of
Cargo to and
from Offshore
Locations
Issue 3
November 2005
BRITiSH HELICOPTER ADVISORY BOARD

Guidelines for
THE SAFE PACKING AND HANDLING

OF CARGO TO AND FROM OFFSHORE
LOCATIONS
ISSUE 3
NOVEMBER 2005
Whilst every effort has been made to ensure the accuracy of the information contained in this
publication neither UKOOA nor any of its members will assume liability for any use made thereof.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or
transmitted in any form or by any means, electronic, mechanical, photocopying, recording or
otherwise, without prior written permission of the publishers.
Crown copyright material is reproduced with the permission of the Controller of Her Majesty’s
Stationery Office.
Copyright © 2005 UK Offshore Operators Association Limited

ISBN: 1 903003 32 6
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rd
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Email: info@ukooa.co.uk
Website: www.oilandgas.org.uk
CONTENTS
SECTION PAGE
1.0 PREFACE ...........................................................................................................1

2.0 INTRODUCTION.................................................................................................2
3.0 SCOPE AND APPLICATION..............................................................................3
4.0 RESPONSIBILITIES AND DUTIES ....................................................................4
4.1 Vendors ................................................................................................................ 4
4.2 Haulage Contractors ........................................................................................... 4
4.3 Logistics Service Providers................................................................................ 6
4.4 Vessel Operators ................................................................................................. 7
4.5 Aircraft Operators................................................................................................ 7
4.6 Offshore Operators.............................................................................................. 8
5.0 LIFTING AND SLINGING ...................................................................................9
5.1 Lifting Operations................................................................................................ 9
5.2 The Organisation of Lifting Operations ............................................................. 9
5.3 Undertaking the Lifting Operation ................................................................... 10
5.4 General Guidance .............................................................................................. 11
6.0 CCU CARGO GUIDANCE ................................................................................14
6.1 Introduction........................................................................................................ 14
6.2 General ............................................................................................................... 14
6.3 Cargo Handling and Shipping Equipment....................................................... 15
6.4 General Checks for Open and Closed CCUs .................................................. 15
6.5 General Checks for Specialist Equipment ...................................................... 16
6.6 Packing Cargo in CCUs..................................................................................... 16
6.7 Closed Container – Key Points from Checklist............................................... 17
6.8 Open Container – Key Points from Checklist ................................................. 18
6.9 Snagging Hazards ............................................................................................. 19
6.10 Inspection........................................................................................................... 19
6.11 Container Marking ............................................................................................. 20
6.12 Plate Markings and Testing - BS EN 12079 and DNV 2.7-1 ............................ 20
6.13 Plate Markings and Testing – BS 7072 ............................................................ 22
6.14 Types of CCUs ................................................................................................... 23
7.0 CARRIAGE OF GOODS BY AIR......................................................................29
7.1 Freight Classifications ...................................................................................... 29
7.2 General Guidance and Freight Packaging ...................................................... 29
8.0 NON CONFORMING CARGO ..........................................................................31
8.1 Inspection Procedures ...................................................................................... 31
8.2 Cargo Unfit for Shipment .................................................................................. 31
8.3 Non Conformance Code.................................................................................... 31
9.0 GENERAL DOCUMENTATION........................................................................32
Issue 3 November 2005 i

10.0 DANGEROUS GOODS BY SEA ......................................................................33
10.1 General ............................................................................................................... 33
10.2 Dangerous Goods Flowchart – Inbound.......................................................... 34
11.0 DANGEROUS GOODS BY AIR .......................................................................35
11.1 General ............................................................................................................... 35
11.2 Dangerous Goods by Air Documentation ....................................................... 35
12.0 WASTE MANAGEMENT ..................................................................................36
12.1 Controlling Waste Offshore .............................................................................. 36
12.2 Special Waste (Hazardous/Harmful) ................................................................ 37
12.3 Recycle Waste.................................................................................................... 37
13.0 ABBREVIATIONS ............................................................................................38
14.0 REFERENCES..................................................................................................40
15.0 APPENDICES...................................................................................................42
APPENDIX 1 – OFFSHORE TANKS – CHEMICALS, OILS AND WASTE ..............43
1.1 Introduction........................................................................................................ 43
1.2 General ............................................................................................................... 43
1.3 Vessel (Tank) Types .......................................................................................... 43
1.4 IMO Inspection and Testing of Tank Vessel.................................................... 44
1.5 General Checks for Offshore Tanks ................................................................ 44
1.6 Plate Markings ................................................................................................... 45
1.7 Offshore Tank – Key Points from Checklist .................................................... 46
APPENDIX 2 – PORTABLE GAS EQUIPMENT.......................................................47
2.1 Introduction........................................................................................................ 47
2.2 General ............................................................................................................... 47
2.3 Cylinder Types ................................................................................................... 47
2.4 General Checks for Portable Gas Equipment ................................................. 47
2.5 Specific Requirements for Gas Quads/Packs/MEGCs ................................... 48
2.6 Specific Requirements for Lift Frames ............................................................ 48
APPENDIX 3 – SPECIAL CARGO ...........................................................................49
3.1 General ............................................................................................................... 49
3.2 Unusual Shape and Weight Distribution ......................................................... 49
3.3 Backloading of Bulk Underdeck Cargo to Support Vessel Tanks ................ 50
3.4 Bulk Transfer to/from Portable Tanks ............................................................. 50
3.5 Examples of Special Cargo............................................................................... 51
APPENDIX 4 – DRILLING TUBULARS....................................................................53
4.1 General ............................................................................................................... 53
4.2 Bundled Tubulars .............................................................................................. 54
4.3 Individually Slung Tubulars .............................................................................. 54
4.4 Examples of Drilling Tubulars .......................................................................... 54
Issue 3 November 2005 ii

APPENDIX 5 – PACKING.........................................................................................56
5.1 General ............................................................................................................... 56
5.2 Selection of Lashing Equipment for Packing CCUs....................................... 57
5.3 Wheeled Cargo................................................................................................... 57
5.4 Examples of Packing......................................................................................... 57
APPENDIX 6 – DOCUMENT EXAMPLES ................................................................60
6.1 UKOOA Cargo Summary Ticket for Outbound Cargo .................................... 61
6.2 UKOOA Inbound Pocket Checklist .................................................................. 62
6.3 UKOOA Cargo Summary Ticket for Outbound/Inbound Tanks..................... 63
6.4 Dangerous Goods and Marine Pollutants Declaration................................... 64
6.5 Dangerous Goods by Air Declaration .............................................................. 67
6.6 Transport Emergency Response Cart (TREM Card)....................................... 68
6.7 UKOOA Cargo Rejection Note – Sea ............................................................... 69
6.8 UKOOA Cargo Rejection Note – Air ................................................................. 70
APPENDIX 7 – LIFTING OPERATIONS FLOWCHART...........................................71
APPENDIX 8 – NON CONFORMANCE CODE CHECKLIST ...................................72
APPENDIX 9 – ABNORMAL OR WIDE LOAD MATRIX ..........................................73
APPENDIX 10 – USE OF TAG LINES ......................................................................74
10.1 Introduction........................................................................................................ 74
10.2 Risks ................................................................................................................... 74
10.3 Mitigation of Risks............................................................................................. 74
CROSS INDUSTRY WORKGROUP .........................................................................76
FEEDBACK...............................................................................................................77
Issue 3 November 2005 iii

1.0 PREFACE
An original workgroup comprising ASCO, BP Amoco (now BP), Gulf Offshore,

Seaforth Maritime, Shell, Swire and Texaco was established by the Marine Safety
Forum (MSF) to consider the hazards and risks associated with the safe
packaging and handling of cargo to and from offshore installations. The objective
of the workgroup was to identify areas where additional guidance would help to
secure improvements in safety.
In accordance with the three-year review strategy, a new workgroup (see Cross
Industry Workgroup section) was formed to develop the document beyond the
original focus, taking into consideration changes in legislation, good working
practices and learnings from incidents.
The group acknowledges the assistance given in the preparation of this guidance
document by the following bodies:
• British Helicopters Advisory Board (BHAB)
• Chamber of Shipping (CoS)
• Health and Safety Executive (HSE)
• International Association of Drilling Contractors North Sea Chapter (IADC)
• Maritime and Coastguard Agency (MCA)
• United Kingdom Offshore Operators Association (UKOOA)
• Wells Services Contractors Association (WSCA)
The safe carriage of goods relies upon the correct packaging, securing, labelling
and handling procedures. Operators, logistics service providers, aircraft
operators, shipping and vendor companies have produced this guidance, which
provides practical advice. If there is doubt, the reader should always consult the
primary reference.
Specific manual and mechanical handling activities associated with cargo
handling are not included in this guidance. They should form part of individual
company’s Safety Management Systems.
In order to ensure the currency of these Guidelines, the workgroup will meet to
review them at intervals not exceeding three years, and reissued accordingly.
Issue 3 November 2005 1

2.0 INTRODUCTION
2.1 The main thrust of the document is to provide an overview of the key processes
involved in the safe handling of cargo and is supported by Appendices containing
recommended working practices.
2.2 Alternative practices should only be adopted where they would guarantee an
equivalent or greater level of safety.
2.3 Cargo both on and offshore may be subject to inspection checks.
Non-conformance with these guidelines WILL result in cargo NOT being
forwarded until the necessary remedial actions have been carried out in
conjunction with the relevant company. See Section 8, Non Conforming Cargo.

3.0 SCOPE AND APPLICATION
3.1 The purpose of these guidelines is to assist the following parties, involved in the
movement of cargo to or from offshore installations:
• Vendors
• Haulage Contractors
• Logistics Service Providers
• Vessel Operators
• Aircraft Operators
• Offshore Operators
to recognise the hazards involved in the packaging and handling of cargo during
normal operations, and to avoid or reduce the associated risks by the adoption of
common industry standards.
3.2 The guidelines apply to the safe packing and handling of cargo to and from
offshore locations in support of operations on the United Kingdom Continental
Shelf (UKCS). Where these guidelines refer to Master or Offshore Installation
Manager (OIM) this also includes their nominated representatives.
3.3 Users of these guidelines must pay regard to any relevant legislation or
authoritative recommendations which have evolved subsequently to the date of
publication or during the life of this edition. These guidelines include references
to relevant legislation. See Section 14, References.
3.4 In the absence of appropriate legislation, relevant bodies may use these
guidelines to assist in their investigation which could lead to disciplinary action or
criminal proceedings.

4.0 RESPONSIBILITIES AND DUTIES
All parties involved in the supply chain have an obligation to ensure that cargo is
properly packaged, prepared and secured for the duration of its journey to or from
the offshore location, this includes the following:
• Vendors
• Haulage Contractors
• Logistics Service Providers
• Vessel Operators
• Aircraft Operators
• Offshore Operators
Successive parties in this chain are responsible for maintaining the integrity of the
cargo.
To ensure compliance with these guidelines scheduled Safe Cargo Handling
Audits may be undertaken by any of the parties listed above. A list of known,
annual audits is available on the Marine Safety Forum website. This list should
be consulted in order to minimise multiple audits of the same party.
4.1 Vendors
Vendors and their subcontractors are responsible for ensuring that cargo is
prepared for shipment throughout its entire journey in compliance with relevant
legislation and these guidelines.
Cargo Summary Tickets (see Appendices 6.1 to 6.3) must be fully completed at
the start of the cargo’s journey. The Cargo Summary Tickets must be completed
and signed by the person responsible, at the vendor’s premises, for packing and
preparing the cargo for its journey to the offshore location. Where there are
multiple truckloads, one copy is to accompany each truck with the relevant items
highlighted.
Vendors and their subcontractors must ensure that all applicable documentation
accompanies the shipment, eg Temporary Portable Equipment Certificate
(TPEC), Vendor’s Certificate of Conformity (VCOC) or equivalent.
forwarded until the necessary remedial actions have been carried out in
conjunction with the relevant company. See Section 8, Non Conforming Cargo.
4.2 Haulage Contractors

4.2.1 General
Haulage contractors are responsible for ensuring that drivers have the necessary
competency levels for the task to be undertaken and that vehicles plus
accessories are fit for the intended purpose.
They must therefore ensure that:
i. Vehicles are suitable for the intended purpose, display the appropriate
hazard warning panels and carry the requisite fire fighting equipment.
ii. Drivers are provided with all other safety equipment that may be required in
the event of an emergency involving the goods being transported. Such
equipment may include, but is not restricted to first aid equipment, protective
clothing, etc.

iii. Drivers are provided, by customer/vendor in writing, with the mandatory
transport information about the goods to be carried. Additionally, if the goods
are classed as dangerous they must have a good understanding of the
nature of the hazards and appropriate action to be taken in an emergency,
and must possess a suitable Accord Dangereux Routiers (ADR) qualification.
iv. Drivers must not accept any cargo manifested for offshore without the
appropriate Cargo Summary Tickets.
v. The contractor must ensure compliance with the Carriage of Dangerous
Goods and Use of Transportable Pressure Equipment Regulations 2004
[SI2004/568], including the provision of a competent attendant where
appropriate.
vi. There is a storage space in the cab for this detailed information.
vii. Drivers are trained to use the emergency equipment provided.
viii. Drivers are adequately trained and instructed regarding their duties under
ADR Regulations and, if required, are in possession of a valid certificate of
training relevant to the task being performed.
Further guidance can be obtained in Dangerous Goods in Cargo Transport Units
HS (G) 78.
4.2.2 Dangerous Goods
Drivers must:
i. Ensure that information about previous loads or substances carried has been
destroyed, removed or kept in a securely closed container.
ii. Keep the written information about the dangerous goods readily available
throughout the journey.
iii. Ensure precautions are available against fire, explosion or any other incident
throughout the journey. This includes checking the fire extinguishers,
normally on a daily basis.
iv. Ensure appropriate hazard warning placards are available, accessible and
legible.
v. Ensure loads are properly secured on the vehicle (Department of Transport
Code of Practice Safety of Loads on Vehicles provides guidance).
vi. Leave unattended vehicles only in a designated parking area.
4.2.3 Securing and Safety of Loads
4.2.3.1 The driver is responsible for the safety and security of any load whilst it is on the
vehicle and, wherever practical, should ensure that there are no loose objects on
any cargo carried.
Safety and security of cargo being returned to vendors is the responsibility of the
logistics service provider. Where several cargoes are carried on the same
vehicle factors to be taken into account in planning the route must include:
i. Compatibility of materials carried
ii. Order of discharge
Forward planning will minimise risks associated with off-loading vehicles.

4.2.3.2 The method of securing the cargo on the vehicle will depend on the load being
carried. When containers are being carried the following factors shall be taken
into consideration:
i. Twist locks are the preferred means of securing the items.
ii. Where twist locks are not used, a minimum of two restraints per container
must be used, ensuring the combined Safe Working Load (SWL) of the
restraints exceeds the weight of the cargo.
Local rules which have been subject to thorough Risk Assessment may,
however, be applied to site transportation.
iii. Container door(s) should be closed and the closing mechanism secured so
that it cannot inadvertently open during handling and transport.
iv. Empty CCUs specifically designed for the purpose may be stacked for road
transport when compatible. Attention is drawn to the possibility that units
that appear similar may not be compatible, and due care should be taken.
Where CCUs are not designed to be stacked and require road transportation,
a risk assessment must be performed which should include, but is not limited
to: the CCU is empty, no metal to metal contact, substantial dunnage is
used, strapping is in excess of the normal requirements and, where
necessary, trailer stanchion pins are fitted.
4.2.3.3 Lashing material will depend on the weight to be secured. 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 ratchet style loadbinders.
4.2.3.4 To minimise hazards to other road users, lifting sets shall always be adequately
secured while cargo is being transported. Where container lifting arrangements
include a fifth leg, it shall also be secured.
4.2.3.5 When transporting tubulars they should, wherever possible, be “butted up” to
trailers with steel headboards. The load shall be suitably secured, not exceeding
the height of the headboard.
To ensure stability of the load, trailer pins should be fitted at the sides of the
trailer and secure wedges employed where necessary. As each tubular bundle is
landed the slings should be laid along the length of the bundle to prevent them
being crushed by the next bundle. This will also simplify off-loading.
4.2.3.6 The weight of all items of cargo being carried must be known. Consignees
should be notified in advance of any items considered as heavy lifts in order that
the necessary arrangements for transporting and receiving the cargo can be
made. Heavy lifts are defined in 5.4.8.
4.2.3.7 Unstable objects will require special arrangements. Securing arrangements for
such items should not be removed until the lifting equipment has been attached
and tensioned in preparation for removal from the vehicle.
4.3 Logistics Service Providers

Logistics service providers are responsible for the safety of personnel and cargo
during quayside operations, and for the safe loading or discharge of vessels
whilst in port. Where service provision includes warehousing and central packing
comments as per Vendors Section 4.1.
Logistics service providers shall ensure that the vessel deck area occupied by
cargo does not exceed utilisation factors, previously agreed with Vessel Master
and charterers.

Loading should be in accordance with the installation’s specific quayside shipping
instructions.
Due consideration should be given to known discharge priorities for the cargo on
that voyage in order to prevent “Cherry Picking”.
4.4 Vessel Operators

The Master of a vessel is responsible for the safety of the crew and vessel at all
times and has authority to decide whether operations affecting the vessel should
proceed or be terminated.
4.4.1 The vessel Master is responsible for the safe and correct loading of his vessel.
He should liaise with the Logistics Service Provider to ensure that the vessel is
loaded correctly and in accordance with the Charterer’s specific requirements.
The Master shall ensure that the deck area occupied by cargo does not exceed
agreed utilisation factors.
Due consideration should be given to known discharge priorities for the cargo on
that voyage in order to avoid “Cherry Picking”.
4.4.2 In conjunction with the base operator, vessel deck crew should ensure the lifting
equipment is readily available for handling at point of discharge, with particular
attention to half height open top containers.
The vessel deck crew should make a final visual check to ensure the lift is safe
prior to the hook being attached to the load for discharge offshore.
4.4.3 The Logistics Service Provider or offshore materials co-ordinator must provide
the vessel with a copy of the loading list complete with all relevant Dangerous
Goods information for each installation to be visited and also an accurate
manifest. These documents must be received in sufficient time to permit proper
stowage of the cargo for the route envisaged.
4.4.4 The International Maritime Dangerous Goods (IMDG) Code contains
internationally agreed recommendations for the safe transport of dangerous
goods by sea. Although primarily aimed at vessel operators, the Code
requirements affect everyone involved in the transport chain, from the
manufacturer of the dangerous goods through to the consumer.
The Maritime and Coastguard Agency (MCA) prepare rules relating to the
transportation of dangerous goods on offshore support vessels within the UKCS,
Marine Guidance Note (MGN) 282 (M).
4.5 Aircraft Operators

The Captain of the aircraft is responsible for the safety of the passengers and
aircraft at all times and has authority to decide whether operations affecting the
aircraft should proceed or be terminated.
4.5.1 The aircraft Captain is responsible for the safe and correct loading of his aircraft.
He should liaise with the Helicopter Landing Officer (HLO) or onshore equivalent
to ensure that the aircraft is loaded correctly.
4.5.2 The HLO or onshore equivalent must provide the Captain with a copy of the
manifest complete with all relevant Dangerous Goods information. These
documents must be received in sufficient time to permit proper planning of the
flight.

4.5.3 The International Civil Air Transport Association (IATA) Dangerous Goods
Regulations contain internationally agreed recommendations for the safe
transport of dangerous goods by air. These Regulations affect everyone involved
in the transportation of Dangerous Goods by air.
4.6 Offshore Operators

The OIM is responsible for the safety of the Offshore Installation, all personnel on
board and for the safe cargo handling operation.
Offshore Operators are responsible for ensuring that cargo is prepared for
shipment throughout its entire journey in compliance with relevant legislation and
these guidelines.
Cargo Summary Tickets (see Appendices 6.1 to 6.3) must be fully completed at
the start of the cargo’s journey. The Cargo Summary Tickets must be completed
and signed by the person, at the installation, responsible for packing and
preparing the cargo for its journey back to the vendor’s premises.
forwarded until the necessary remedial actions have been carried out. This may
result in delays or other problems in the onward shipment of the cargo.
All non-conformances will be formally documented and written resolution required
from the offending location.

5.0 LIFTING AND SLINGING
5.1 Lifting Operations

All lifting operations performed and the lifting equipment employed must satisfy
the requirements of the Lifting Operations and Lifting Equipment Regulations [SI
1998 2307] (LOLER).
Specific guidance on complying with these Regulations is given in the LOLER
Approved Code of Practice (HSE Books L113).
The Duty Holder for the Offshore Installation will have, in their Safety
Management System, documented procedures which will ensure that the
requirements of the LOLER Regulations are met. Reference must be made to
such documentation for any lifting operations undertaken on an installation, lifting
equipment going to an installation and items which have to be lifted onto an
installation.
The LOLER Regulations apply both offshore and onshore and for onshore
operations reference must be made to the ‘employers’ procedures for complying
with LOLER. Offshore specific legislation places duties upon the ‘Duty Holder’
but as LOLER is not industry specific, the LOLER Regulations place the duty
upon ‘the employer‘ or ‘a self employed person’ or ‘a person (carrying out a trade
or business) who has control of the lifting equipment’, that is control in the way it
is used, or control of the persons managing or supervising the use of the lifting
equipment. The Duty Holder for an offshore installation is an employer and can
therefore have duties under LOLER.
5.2 The Organisation of Lifting Operations

A key change introduced by the LOLER Regulations is associated with the
organisation of lifting operations. Every lifting operation involving lifting
equipment must be properly planned by a competent person, appropriately
supervised and carried out in a safe manner.
5.2.1 Planning the Lifting Operation
The degree of planning will depend upon the type of the lifting operation to be
undertaken. Reference must be made to the Duty Holders documented
procedures for LOLER compliance. An approach, which is frequently
undertaken, is to classify the lifting operation as either routine or non-routine.
Further guidance on lifting operations is shown in a typical Lifting Operations
Flowchart, see Appendix 7.
Routine lifting operations are those that are frequently undertaken and will
generally include all normal cargo operations. Documented procedures will have
been developed for each of these routine lifts based upon a Risk Assessment
and a lifting plan. Each time the operation is to be performed reference will be
made to the procedure and all personnel involved in the lifting operation prior to
performing the task will discuss this at the toolbox talk. Procedures must be kept
under review to ensure that they remain valid.
In the case of a non-routine lifting operation this will need to be planned by a
competent person, be subjected to a Risk Assessment and the method be
detailed in a written lifting plan. The Duty Holder’s LOLER compliance document
will specify the competent person(s) who perform this function.

5.2.2 Supervision of the Lifting Operation
The degree of supervision is dependent upon the type of lifting operation to be
undertaken and is therefore proportionate to the risk. Non–routine operations will
always require supervision and this will probably be undertaken by the competent
person who has undertaken the Risk Assessment and produced the lifting plan.
For routine operations, dedicated supervision of the operation may not be
required but a competent person must be in control of the operation. This
competent person will co-ordinate and control all aspects of the lifting operation,
for example this competent person could be the banksman. In addition someone
will also need to be in control of the toolbox talk, to ensure all the personnel are
aware of the task, the documented procedures to be followed and their
responsibilities. The person responsible for conducting the toolbox talk will again
be documented in the Duty Holder’s LOLER compliance document.
5.2.3 Competence and Training
A lifting operation can only be carried out in a safe manner if it is undertaken by
competent personnel. Reference must be made to the Duty Holder’s LOLER
compliance document which will detail the personnel required for particular lifting
operations, the training requirements to ensure initial competence and
subsequent training to ensure competence is maintained.
5.2.4 Classification of Lifting Operations
The classification of the lifting operation to be performed is an essential part of
the planning activities. How this is undertaken will be documented in the Duty
Holder’s LOLER compliance document, but all the planned lifting operations will
need to be classified by a competent person. It is important that this competent
person continually reviews all operations, as there will be factors that may
change a lifting operation from being a routine one into a non-routine one. This
competent person will probably be the same person who produces the lifting
plans and will identify, for example, certain types of loads which have an unusual
lifting geometry, or be inherently unstable. Such lifts may include:
i. Loads with the centre of gravity above the lifting points.
ii. Loads with an offset centre of gravity.
iii. Loads with a narrow or small base.
iv. Extremely long loads that tend to rotate.
Refer to Appendix 3 for further Special Cargo instructions and Appendix 9 for
transport of Abnormal or Wide Loads.
5.3 Undertaking the Lifting Operation

Prior to carrying out any lifting operation certain precautions shall be observed.
They are applicable to any lifting operation and include holding a toolbox talk at
which the details of the task are discussed. This will include for routine lifts the
documented procedures and in the case of non-routine lifts the Risk Assessment
and lifting plan. Specific responsibilities will be allocated to nominated persons at
the toolbox talk, this will include the identification of the competent person who
will co-ordinate and control all aspects of the lifting operation. The nominated
persons will:
i. Ensure at all times that the load does not pass over personnel.
ii. Ensure that a clear and effective communication system is employed and
understood by all personnel involved with the lifting operation.

iii. Ensure there is adequate lighting in the pick-up and lay-down areas and
effective and unobstructed access ways and escape routes exist.
iv. Ensure the lifting equipment is certified for current use.
v. Ensure any restrictions to the lift are removed, eg hold-down bolts, sea
fastenings.
vi. Confirm that the appropriate rigging for the lift is correctly installed and the
lifting sets are not twisted or snagged.
vii. Ensure shackle bolts are tight and adequately secured.
viii. Ensure pick-up and lay-down areas are within the crane radius for the load
being lifted.
ix. Confirm the weight of any particular load or bundle.
x. Ensure the hook is positioned above the load’s centre of gravity.
xi. Ensure only one CCU is lifted at any one time.
xii. Ensure slings of equal length are used when handling tubulars.
xiii. Ensure the load lifts horizontally.
xiv. Ensure that the operation is controlled from a position with an unobstructed
view. If at any stage the view becomes obstructed, the job should be
stopped while the competent person re-positions.
Should any doubt exist concerning the stability or security of any load the
competent person for planning lifting operations must be consulted.
Refer to Appendix 4 for details when shipping drilling tubulars.
5.4 General Guidance

5.4.1 Slings and Shackles
Checks prior to the attachment and use of slings and shackles include:
i. Confirm that colour coding (where applicable) is current and the sling has a
visible unique number and SWL mark.
ii. Examine for wear, corrosion, abrasion and mechanical damage, which may
render the sling(s) unsafe.
iii. Check that the sling set is correctly fitted, eg no twists in the legs.
iv. Confirm that the SWL capacity for the sling set at EACH side of load is
adequate for the entire weight to be lifted.
v. Check that pin size and type is correct for the type of shackle.
vi. Check that the appropriate securing arrangements are installed (split pins,
wire mousing, etc). R clips should not be used for this purpose.
The preferred style of shackle is the bow or anchor type fitted with a safety pin,
that is, bolt, nut and split pin. The bolt or pin shall be of the same material as the
body of the shackle.
Ensure the correct type of shackle bolt or pin is fitted. A common problem exists
where lost high-grade shackle pins are replaced with standard bolts that are not
capable of taking the load.
The crane hook link (Master Link) must have a minimum dimension of 270mm x
140mm (Specification for Wire Rope Slings and Sling Legs for General Lifting
Purposed, BS 1290) to minimise the risk of trapped fingers when attaching the
hook to the lifting arrangements.
5.4.2 Wire Slings
BS 1290 specifies the dimensions, construction, safe working loads, testing and
marking of wire slings for general lifting purposes. BS 6210 is the British
Standard Code of Practice for Safe Use of Wire Rope Slings. Points to be taken
into consideration are:
i. All sling legs, which are connected directly to master links or to shackles,
should have thimbles fitted to reduce the bend radius on the wire and
increase their serviceable life.
ii. CCUs should be fitted with either a four or five leg lifting assembly with
master link, depending on CCU type. The fifth leg is designed to hang over
the side of the unit to assist in its hook-up, eliminating the need for personnel
having to climb on top of containers to attach or detach the crane hook.
iii. This fifth leg is not a design requirement, but it is a preferred option and
should "fall short" of the height of the container. If the dimensions of the
container are such that the fifth leg would present a snagging hazard at other
stages of the supply chain, the fifth leg should not be fitted.
iv. There is a recommended minimum wire rope diameter of 13mm allowed for
wire rope slings. Operationally, it may be necessary to use wire rope of a
smaller diameter however, wire rope of a smaller diameter is susceptible to
impact damage and appropriate checks should be carried out. To avoid out-
of-plane forces, the maximum number of lifting legs allowed on a single
master link or ring is two. It is permissible to have a third leg on this ring but
only if it is to be used as a top lifting leg. Three and four leg lifting slings
should be fitted to quadruple assemblies, ie a main lifting ring with two sub-
links.
5.4.3 Chain Slings
The use of lifting arrangements made up of chain slings is not normal practice in
UKCS operations, but is common practice elsewhere. Such arrangements may
be used subject to the following precautions:
i. All arrangements are correctly certified in accordance with the relevant
legislation.
ii. Chains and components employed in the make-up of the arrangements are
constructed from alloy grade 8 (or better), and have properties suitable for
working in extremely cold conditions (-20 ºC).
iii. All connections are compatible and fit for the purpose intended.
iv. Agreement is obtained from all the parties involved.
Note: Additional risks associated with chain slings include an increased risk of
snagging and sparking potential.
5.4.4 Fabricated Items
Where fabricated items include integrated lifting points written documentation that
they are ‘fit for the purpose’ shall be forwarded to the handling agent.
Lifting arrangements must be designed to comply with BS1290 as well as Code
of Practice for Inspection and Repair of Offshore Containers (BS7072).
Lifting arrangements for fabricated items should be consolidated into a single
point, multiple terminations are not normally acceptable.

5.4.5 Transit Slings
Transit slings are used for the transportation of equipment to and from offshore
installations and onshore sites and should only be used for this purpose.
Transit slings should not be used for general lifting purposes, as they are not part
of the installation’s lifting equipment.
A formal system is required to manage the use of transit slings to ensure that
they comply with all relevant legislation and can be identified.
5.4.6 Plastic Coated Transit Slings
Plastic coated transit slings may be used for transporting easily damaged items,
subject to thorough Risk Assessment which must take into account seasonal
factors, such as low temperature cracking of plastic sheathing.
These slings must be subject to the same controls as normal transit slings.
5.4.7 Fibre Slings
Certified fibre slings, with adequate site control, are suitable for particular lifting
operations at the worksite or on board the installation.
Such slings should not normally be used as the primary means of lifting from or to
vessels unless subject to thorough Risk Assessment.
5.4.8 Heavy Load Identification
If the load is seven (7) tonnes or over it should be considered as “HEAVY” and
identified as such by means of a pennant or flag attached to the fifth leg or close
to the master link assembly of the lifting set prior to shipping.
Although seven tonnes is a normally accepted standard, certain locations may
have a higher or lower heavy lift threshold. Location specific information should
be provided by the offshore operator.
Particular care must be taken when shipping to or from small, normally
unattended installations.
5.4.9 Use of Tag Lines
The use of tag lines should be avoided as they could involve personnel standing
in unsafe positions. If it is considered necessary they shall only be used after a
Risk Assessment has been undertaken, see Appendix 10.
5.4.10 Thorough Examination and Inspection of Lifting Equipment
All lifting equipment must be visually checked for defects/damage before use. In
addition all lifting equipment must be thoroughly examined by a competent
person to ensure that health and safety conditions are maintained and that any
deterioration can be detected and remedied in good time. Colour coding is one
method used to identify that equipment has been thoroughly examined.
Reference should be made to Regulation 9 of LOLER, detailed in the Approved
Code of Practice (HSE Books L113); additional information will be found when
the booklet ‘Guidance on the safe use and operation of lifting equipment offshore’
is issued.

6.0 CCU CARGO GUIDANCE
6.1 Introduction
Cargo guidance in this section outlines the principal points to be considered
when preparing cargo for shipment to and from offshore location.
Cargo Summary Tickets/checklists (see Appendices 6.1 to 6.3) must be fully
completed before the start of the cargo’s inbound and outbound journey. The
Cargo Summary Tickets must be completed and signed by the following:
i. For outbound journeys the person, at the vendor’s premises, responsible for
preparing, packing and checking the CCU for its journey to the offshore
location.
ii. For inbound journeys the person, at the installation, responsible for
preparing, packing and checking the cargo for its journey back to the
vendor’s premises.
Section 6.14 illustrates some types of CCUs that are in common use for
transporting material to and from offshore installations.
Refer to Appendix 1 for the particular points to be considered when preparing
cargo for shipment to and from offshore installations in tanks.
Refer to Step Change in Safety Design and Handling of Cargo Baskets Guidance
Publication for the particular points to be considered when preparing cargo for
shipment to and from offshore installations in baskets. This document is also on
the UKOOA CD which contains the Guidelines for the Safe Packing and Handling
of Cargo to and from Offshore Locations, Issue 3, November 2005, or via Step
Change.
6.2 General
All companies providing a service for owners and operators of installations should
ensure that:
i. All CCUs and lifting gear used to ship materials to or from offshore
installations are correctly chosen for the purpose, in terms of type, size and
load carrying capacity. They should satisfy themselves that a testing and
inspection procedure is in place.
ii. All certification is fully in date at the time of use, and has sufficient test period
remaining so as to prevent the CCU certification expiring when offshore –
normally one month minimum.
iii. Only CCUs specifically designed for the purpose should be stacked.
iv. Containers with corner castings, which are employed as a means of lifting
the container, should not be presented for shipment.
Containers that are lifted using corner castings are, in reality, ISO containers,
and are designed for use in general marine transport, loading and unloading
in ports and inland waterways, by means of a four-point vertical lifting device
ie spreader beam.
Refer to MSC/Circ 860 dated 22 May 1998 ‘Approval of Offshore Containers
Handled in Open Seas Guidelines MSC/Circ 860’, which can be found in the
IMDG Code Supplement.

6.3 Cargo Handling and Shipping Equipment
6.3.1 Bulldog grips must not be used in the manufacture or length adjustment of wire
slings, but they may be used for locking purposes on pipe slings.
6.3.2 All CCUs should be provided complete with lifting sets in place.
6.3.3 CCU doors must be properly secured, with both top and bottom locking cams
fully engaged, and door handle locking mechanism secured with a seal.
Typical sealing arrangements include custom seals, steel bands or tie-wraps with
minimum width of 10mm (3/8”).
When the CCU contains Dangerous Goods, to enable ready access in the event
of an emergency, padlocks should not be used. It is, however, recognised that
certain classes of Dangerous Goods, ie explosives and radioactive material, are
required to be secured to prevent interference.
6.3.4 The use of boat-shaped skips has been identified as a factor in accidents, and
their use should be discouraged. These skips are easily snagged, are difficult to
secure and, when the vessel cargo deck is awash, have a tendency to float when
empty. A number of operators have removed them from service.
6.3.5 Where open cargo baskets are provided for the return of general waste, they
should be provided with safety nets to retain the contents.
6.3.6 Wherever possible scaffolding tubes and boards should be pre-slung and
transported in an open top CCU to facilitate the safe removal offshore. Other
associated equipment, eg clips, should be sacked or containerised.
Alternative arrangements for shipping these goods should be subject to Risk
Assessment.
6.4 General Checks for Open and Closed CCUs

The following checks, some of which are illustrated in 6.7 and 6.8, must be
carried out:
i. Check condition of CCU, including doors, door hinges, seals and locks and
ensure that generally there are no signs of excessive corrosion or
deformation.
ii. Check that the CCU is not overloaded.
iii. When suspended, lift must be level in both axes, <3% of length/breadth
(equivalent to 6” in 20’, 18” in 50’).
iv. Check all certification is fully in date at the time of use, and has sufficient test
period remaining so as to prevent the CCU certification expiring when
offshore.
Containers with less than 30 days of currency of certification will not be
shipped to any offshore installation, except by written agreement with the
shipper.
v. Remove old hazard placards and labels when the unit does not contain
hazardous goods.
vi. Affix any relevant hazard placards and labels when hazardous goods are
carried.
vii. Always load heavier cargo low in the container, with lighter goods on top.
For ease of removal, heavier items should be loaded at the front of closed
containers. Particularly heavy items should be shipped in open top units, ie
half heights.

viii. If necessary, use packing between items in CCU.
ix. Ensure CCU contents are lashed or wedged securely, to avoid movement in
transit.
x. With open top CCUs, ensure drainage holes are clear.
WARNING
The larger open top containers with drainage holes blocked can hold up to
18 TONNES OF WATER.
xi. Use cargo restraining nets in all closed CCUs. Ensure that nets are the
correct size and type for the CCU and that the fixing points and nets are in
good condition.
xii. Check CCU roof, forklift pockets and any external ledges for loose items
such as tools, dunnage, stones, etc.
xiii. Always check lifting sets and fixed lifting points.
xiv. Check the container door(s) are closed, dogs (cams/claws) top and bottom
are fully engaged and the closing mechanism secured so that it cannot
inadvertently come open during handling and transport.
xv. Ensure that no equipment is loaded above the height of an open CCU
without a Risk Assessment. This is to prevent snagging, damage to contents
and potential dropped objects. The use of a net or tarpaulin is recommended
to mitigate the risk of snagging.
xvi. Tape must never be used to secure loose items which could constitute a
potential dropped object hazard. Loose items should be containerised and
protective packaging should be secured using a certified lashing product.
6.5 General Checks for Specialist Equipment

Examples of Specialist Equipment are: compressors, ROV cable units, wireline
cabins, skid mounted pumps, and other skid mounted units, this list is not
exhaustive.
In addition to the checks listed in 6.4 above, the following checks, should also be
considered:
i. Removable items are secured for shipment or removed and placed within a
CCU.
ii. Locking mechanisms released for operation are re-secured, as per
manufacturer’s instructions, for transportation.
iii. Due consideration should be given to reducing the additional snagging
hazards associated with this type of equipment.
iv. The carriage of machinery containing dangerous goods (fuel) should be in
accordance with the IMDG Code and MGN 282 (M). Where relevant, a copy
of the Marine Competent Authority Approval (MCAA) documentation shall
accompany the shipment. add to abbreviation list
6.6 Packing Cargo in CCUs

Refer to Appendix 5 for the principal points to be considered when packing cargo.

6.7 Closed Container – Key Points from Checklist
Check lifting equipment Check top surfaces

for damage and that
for loose equipment.
shackles are secured
correctly. Ensure correct hazard labels (if
required) on all four sides.
Ensure dogs
Old hazard labels to be removed.
(cams/claws) top
and bottom fully
engaged on both
doors.
Check latches on
both doors are
secured by heavy
tie-wraps or
similar.
Check doors,
hinges, seals
and locks for
damage.
Check unit is in
test and sufficient
validity remains for
proposed use.
Check unit for

excessive
corrosion and/or
deformation.
If stored on stony/soft surfaces

there may be debris caught Ensure forklift Check unit is
underneath unit. pockets are clear not
Care required when lifting of debris. overloaded.
Check that the cargo restraining net is servicable and that the method of securing
it is in working condition.

6.8 Open Container – Key Points from Checklist
Check top surfaces for If loaded, ensure there are

loose equipment. no potential internal
snagging hazards.
Check to ensure the If so, ensure adequate
securing points are protection is in place to
in good condition. prevent risk of snagging.
Check unit is in test Check lifting

and has sufficient equipment
for damage and that
validity remains for
shackles are
proposed use. secured correctly.
Check doors
and locks for
damage.
Check unit
is not
overloaded.
Check unit for

excessive
corrosion and/or
deformation.
Check the
If stored on stony/soft surfaces Ensure locking
there may be debris caught drainage Ensure forklift mechanism is
underneath unit. holes are pockets clear of secured on both
Care required when lifting. clear. debris. door handles.

6.9 Snagging Hazards
Prior to shipping, the vendor or person responsible for packing CCUs must
perform appropriate Risk Assessments and, if appropriate, introduce control
measures to prevent snagging of lifting arrangements with contents during cargo
operations.
Examples of measures to be considered include:
i. Use of the correct CCU for the job, eg consider using closed CCU as
opposed to cargo baskets and half heights.
ii. Where there is a risk of lifting sets snagging the cargo, make use of suitable
material to cover equipment. This could include, but is not limited to, cargo
nets, tarpaulins, wood battens, cord strapping and crating of equipment.
iii. Remove protruding parts from cargo in the CCU and secure in the
appropriate manner.
During cargo planning, logistic service providers should consider the potential for
CCUs to snag on vessel structures, in particular the safe havens.
6.10 Inspection
6.10.1 Containers used for the carriage and handling of cargo to and from offshore
installations should conform to one of the following standards:
i. BS EN 12079 : 1999 – Offshore Containers – Design, Construction, Testing,
Inspection and Marking.
This standard specifies requirements for the design, construction and
marking of offshore freight containers intended for use to, from and between
offshore installations and ships.
New build containers should comply with the requirements of this standard.
ii. BS 7072 : 1989 – British Standard Code of Practice for Inspection and
Repair of Offshore Containers.
This standard has been withdrawn from publication. As the majority of
offshore containers currently in use do not meet the requirements of BS EN
12079 all containers built prior to the introduction of this standard should be
examined and tested in accordance with BS 7072: 1989.
This code gives recommendations for plating, marking, examination, testing
and repair of containers intended for use to, from and between offshore
installations and ships.
Note: Some offshore containers in use may be designed, constructed and
tested in accordance with Det Norske Veritas (DNV) Certification
Notes 2. 7-1 : 1989. For practical purposes DNV CN 2. 7-1 and BS
EN 12079 are equivalent.
6.10.2 Lifting equipment fitted to containers is examined in accordance with the Lifting
Operations and Lifting Equipment Regulations 1998 (LOLER) (SI 1998 No 2307).
6.10.3 Before using the CCU confirm that it is in certification. Details of the plating of
containers are in 6.10.
6.10.4 Offshore location operators should establish procedures to identify CCUs whose
certification has expired. These procedures should include precautions
necessary to enable such CCUs to be safely returned onshore empty, eg
offshore engineering assessment by Competent Person, transporting inside a
certified container.

6.11 Container Marking
6.11.1 General
Each container should be fitted with a plate made of corrosion resistant material
securely attached externally in a manner designed to avoid unauthorised or
accidental removal. The information on the plate fitted will depend on the
standard the container is designed and manufactured to.
The plate should be fitted to a door or on containers with no doors in a prominent
position.
Note: Aluminium rivets have been found to be unsuitable as a fixing method in
the offshore environment and should not be used.
6.11.2 Marking of the Plate
A competent person should etch, engrave or stamp the plate immediately after
the test or examination is carried out, using characters not less than 4mm in
height. The presence of a valid plate indicates to personnel handling a container,
the existence of a certificate and its status.
6.12 Plate Markings and Testing - BS EN 12079 and DNV 2.7-1

A typical example of the format for a plate fitted to a container designed and
manufactured in accordance with BS EN 12079 is shown below:
DNV 2.7-1 has similar markings.

6.12.1 Date of Last Test/Visual Examination
This should be the date on which the most recent test/visual examination was
carried out to the satisfaction of a competent person. Examination dates should
be as laid down in the relevant standard or more frequently if deemed necessary.
The date of last test/examination should be followed with one of the following
suffixes depending on the test/examination carried out:
Suffix T for proof load test, non destructive examination.
Suffix VN for non destructive examination and visual examination.
Suffix V for visual examination only.
To avoid confusion, the plate should not carry the date of the next test or
examination.
6.12.2 Containers designed and manufactured in accordance with BS EN 12079 and
DNV 2.7-1 should be tested and examined in accordance with the following
schedule of examination and test:
Test/Examination
Non Destructive Thorough Suffix (to be
Time or Interval Lifting tests (1) Examination (NDE) visual marked on
of lifting points examination plate)
Initial Certification Yes Yes Yes T
At intervals not
At the discretion of At the discretion of
exceeding 12 Yes V or VN (2)
inspection body inspection body
months
At intervals not
At the discretion of
exceeding 60 Yes Yes T or VN
inspection body
months
After substantial
repair or alteration Yes Yes Yes T
(3)
(1) Lifting test as per S 7.3 BS EN 12079 1999 or DNV 2.7-1 May 1995.
(2) This is dependent on whether non destructive examination has been carried
out.
(3) A substantial repair or alteration means any repair and/or alteration carried
out which may, in the opinion of an inspection body, affect the load-bearing
elements of the container, or elements that contribute directly to its structural
integrity.
Note: The above schedule of test and examination can only be applied to
containers designed and constructed to either BS EN 12079 or DNV 2.7-1.

6.13 Plate Markings and Testing – BS 7072
A typical example of the format for a plate fitted to a container designed and
manufactured under the guidance of BS 7072 is shown below:
6.13.1 Date of Last Test/Visual Examination

This should be the date on which the most recent test or visual examination was
carried out to the satisfaction of a competent person. Examination dates should
be as laid down in the relevant standard or more frequently if deemed necessary.
The date of last test or examination should be followed with one of the following
suffixes depending on the test or examination carried out:
Suffix T for proof load test, non destructive examination.
Suffix VN for non destructive examination and visual examination.
Suffix V for visual examination only.
To avoid confusion, the plate should not carry the date of the next test or
examination.

6.13.2 Containers designed and manufactured under the guidance of BS 7072 should
be tested and examined in accordance with the following schedule of
examination and test:
Test/Examination
Proof Load Non Destructive Thorough Suffix (to be
Time or Interval Test (2G) Examination (NDE) visual marked on
(1) of lifting points examination plate)
Before being used for the first time
or (for untested existing
containers) within six months of Yes Yes Yes T
the date when this BS comes into
effect
At intervals not exceeding six At the discretion of
No Yes V or VN (2)
months inspection body
At intervals not exceeding 12
No Yes Yes VN
months
At intervals not exceeding 24
Yes Yes Yes T
months
After substantial repair or
Yes Yes Yes T
alteration (3)
(1) G is the symbol for the maximum gross weight used in the test calculation.
(2) This is dependent on whether non destructive examination has been carried
out.
(3) A substantial repair or alteration means any repair and/or alteration carried
out which may, in the opinion of an inspection body, affect the load-bearing
elements of the container, or elements that contribute directly to its structural
integrity.
6.14 Types of CCUs

1. Container - Standard Closed
2. Chemical Transit Tank
3. Chemical Transit Tank - Plastic
4. Aviation Tank
5. Compactor Unit
6. Compactor Bag (Bagging Compactor)
7. Full size 20’ Container
8. Gas Cylinder Rack or Carrier
9. Ten Foot Half Height
10. Half Height Container
11. Swarf Skip
12. Drill Cuttings Skip
13. Long Basket or Tool Carrier
14. Waste Skip or Dual Purpose CCU
15. Waste Skip - boat style

No Description Illustration
1. Container - Standard
Closed
2. Chemical Transit Tank
3. Chemical Transit Tank -

Plastic

4. Aviation Tank
5. Compactor Unit
Ensure electrical and air

supplies are disconnected.
Compactor Bag (Bagging

6.
Compactor)

7. Full size 20’ Container
Gas Cylinder Rack or

Carrier
Ensure positive security of

cylinders in rack by
strapping in place.
8.
NB small cylinders may
require additional packing
and/or a special container.
Bottles shipped in racks

without valve protection
plates must be capped.
9. Ten Foot Half Height

10. Half Height Container
11. Swarf Skip
12. Drill Cuttings Skip

13. Long Basket

or Tool Carrier
14. Waste Skip or Dual

Purpose CCU
15. Waste Skip – boat style
The use of boat shaped

skips has been identified
as a factor in accidents
and their use should be
strongly discouraged.

7.0 CARRIAGE OF GOODS BY AIR
The primary route for the carriage of goods to and from offshore is by sea. By
exception, due to operational circumstances, it may be necessary to transfer
goods by air. However, due to the limitations on payload and space, prior
authorisation for freight must be obtained.
• Approval – permission granted by requesting company nominated person
• Notification – details of approved freight submitted to aircraft operator
• Acceptance – agreement received from aircraft operator to load freight
The information required to be provided by the shipper to the aircraft operator
includes the following:
i. Delivery time and date to shipper
ii. Destination
iii. Check-in Time
iv. Flight Departure Time
v. Consignee
vi. Priority rating
vii. Supplier
viii. Description of goods
ix. Dimensions and actual weight of each package
Goods which have not been pre-notified should not be loaded unless the
Captain’s permission has been obtained. Pre-notification is required to enable
the Captain to complete flight planning and to ensure the appropriate personnel
are available to handle the goods on departure/arrival. Last Minute Changes
(LMCs) may be accepted at the Captain’s discretion.
7.1 Freight Classifications

Some offshore operators have specific airfreight priority ratings, for example:
"Vital" this will take priority over all other freight and, if necessary,
passengers.
"Priority” this will be dispatched on the first available flight, payload and space
permitting.
Shippers should check with the relevant operating company's procedures.
7.2 General Guidance and Freight Packaging

i. All items must be “clearly, legibly and accurately” labelled not only with its
contents but also with its weight.
ii. Labelling should be durable and should remain in place for the duration of
transit.
iii. Unless specified otherwise by the Aircraft Operator, approved airfreight must
be delivered to the appropriate freight shed (heliport/airport) at least one hour
prior to the scheduled departure time.
iv. Dangerous Goods must be declared in advance, and be delivered to the
appropriate freight shed (heliport/airport) at least two hours prior to the
scheduled departure time.

v. All airfreight is examined for undeclared dangerous goods and any such
items found shall be returned to shipper and reported to the relevant
authority.
vi. Hold restrictions are enforced where freight is carried in the baggage
compartment hold on all scheduled passenger flights to offshore installations.
vii. The combined weight of the goods, ie baggage and freight must never
exceed the maximum floor loading of the aircraft.
viii. The maximum weight per item for personal baggage when travelling via
helicopter is 11kg (25lb).
ix. The weight limit for freight items carried in the hold should not normally
exceed 25kg (55lb) due to manual handling considerations, but certain
offshore locations may impose a lower limit. The carriage of heavier freight
items in the hold shall be subject to a Manual Handling Assessment prior to
loading and unloading.
x. Goods required to be loaded in the cabin, whether as a result of weight
restriction or size, are subject to additional constraints such as, floor-loading,
Centre of Gravity (CoG) limitations, access dimensions, etc, which would be
subject to further assessment prior to loading and unloading. The decision to
accept the goods should recognise any restrictions that may apply at the
destination.
xi. Mechanical handling aids should be considered to reduce handling risks.
Further guidance is available in Well Handled – Offshore Manual Handling
Solutions HS (G) 171.
xii. When being transported by air, heavy items (11kg/25lb and over):
• must be adequately and appropriately packed
• must be secure within its package with its weight distributed evenly
• cannot move or leak
• have appropriate means for lifting or unloading
• must be clearly labelled “HEAVY”
xiii. Polystyrene chips MUST NOT be used as a packing material as these can
clog helicopter and installation’s engine intakes. Where found they shall be
held until the originator can re-pack using appropriate material, eg bubble
wrap, or returned for re-packing.
xiv. Lightweight items that could be blown off the helideck when removed from
the aircraft should be shipped in transit bags.
xv. Hessian sacks are not suitable packaging for air freight and must not be
used.
Failure to comply with any of the above will result in rejection of goods (see
Appendix 6.8 Cargo Rejection Note – Air) with potential impact on offshore
operations.

8.0 NON CONFORMING CARGO
8.1 Inspection Procedures

The purpose of this section is to facilitate a common analysis of cargo, CCU and
lifting set faults in order to identify problem areas and minimise risk to industry.
All faults observed on cargo received will be categorised and coded as per
Appendix 8 Non Conformation Code Checklist.
Companies having their own methods of capturing these non-conformances ie
Non Conformances Reports, Cargo Rejection Note or User Feedback Reports
should, wherever practicable, adopt the codes identified in Appendix 8.
Random checks of CCUs will be carried out to establish whether they have been
packed in accordance with these guidelines. These checks will be arranged to
take place in the presence of the operator, vendor or contractor.
8.2 Cargo Unfit for Shipment

On inspection, any cargo deemed unsafe for shipment will be quarantined and a
Cargo Rejection Note (see Appendix 6) raised. Contact will then be made with
the appropriate representative to arrange for the fault to be rectified.
8.3 Non Conformance Code

Code numbers are allocated to specific items identified in this document. The
code is broken down into the following seven sections and each category can be
referenced in Appendix 8.
100 CCUs
200 Lifting and slinging
300 Dangerous Goods
400 Documentation
500 Packing
600 Others
700 Positive Feedback
The specifics of the fault should be detailed on the relevant Cargo Rejection
Note, see Appendix 6.

9.0 GENERAL DOCUMENTATION
It is important that all documentation is completed in accordance with the

following guidance. It must accurately reflect the contents of the package or
container being shipped.
Failure to comply with this requirement may result in injury, damage or loss of
equipment.
Customs requirements regarding manifests and cargo summary tickets must be
fully complied with.
Appendix 6 includes standardised examples of the following documents:
i. UKOOA Cargo Summary Ticket for Outbound Cargo
ii. UKOOA Inbound Pocket Checklist
iii. UKOOA Cargo Summary Ticket for Outbound/Inbound Tanks
iv. Dangerous Goods and Marine Pollutants Declaration
v. Dangerous Goods by Air Declaration
vi. Transport Emergency Response Card (TREM card)
vii. UKOOA Cargo Rejection Note – Sea
viii. UKOOA Cargo Rejection Note – Air
Instructions for completion are detailed on the relevant forms.

10.0 DANGEROUS GOODS BY SEA
10.1 General
The IMDG Code defines methods of packaging, the types of labels required, and
the appropriate information needed to complete the declaration.
The MCA prepares rules relating to the transportation of dangerous goods on
offshore support vessels within the UKCS, MGN 282 (M). It is recognised that
additional guidance may be given by the MCA in Marine Competent Authority
Approval. Requests for assistance in the transportation of dangerous goods by
sea can be directed to the MCA at dangerous.goods@mcga.gov.uk (this email
address is valid at the time of publication).
It is essential that dangerous goods are packed and marked fully in accordance
with regulations as well as having all labelling and placarding in place.
When completing Dangerous Goods Declaration, verify that information on the
Materials Safety Data Sheets dated prior to 1st January 2002 corresponds to the
latest revision of IMDG Code.
Non-compliance with any of these points may have legal implications and will
mean delay until rectified.
The definitions of key persons responsible for dangerous goods are detailed in
The Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations
[SI 1997/2367].
“Any incidents, such as incorrectly declared or documented backloads/or
shipments or unsafe stowage or incorrect segregation, identified in the supply
chain, should be notified to the Environmental Quality Branch of the MCA. Such
incidents may be pursued under the Merchant Shipping (Dangerous Goods and
Marine Pollutants) Regulations 1997 [SI 1997/2367].”

10.2 Dangerous Goods Flowchart – Inbound
Are any dangerous goods

being sent on the vessel?
Yes
Has the originator advised the

recipient?
Yes
If appropriate, has the originator

faxed copies of the certificates
and manifest to the harbour
authority?
Yes No
Has the orginator given the Reject the cargo, do not

No vessel Master a correctly accept it onboard the
completed IMDG certificate? vessel.
Yes No
Is the Manifest marked with

the hazard number, etc?
Yes
Does the container have the

correct hazard labels on all
four sides?
Yes
Accept Cargo
The cargo will only be accepted if all the above steps have been taken. Failure to
comply with any of the above steps will result in rejection.

11.0 DANGEROUS GOODS BY AIR
11.1 General
The legislation governing the carriage of Dangerous Goods is laid down in the
“International Civil Aviation Authority (ICAO) Technical Instructions for the
Carriage of Dangerous Goods by Air” it is recognised that the great majority of
shippers use the “IATA Dangerous Goods Regulations” (DGRs) as their working
document. The IATA DGRs contain all the requirements of the Technical
Instructions and also include additional requirements, which may be more
restrictive than the Technical Instructions or reflect industry standard practices.
For further guidance and procedures for the shipment of dangerous goods to and
from offshore locations by air, refer to relevant documents issued by the BHAB
(to be renamed Helideck Certification Agency). These documents are also on the
UKOOA CD which contains the Guidelines for the Safe Packing and Handling of
Cargo to and from Offshore Locations, Issue 3, November 2005.
It is essential that dangerous goods are packed and marked fully in accordance
with regulations as well as having all labelling and placarding in place.
The IATA DGRs are revised on an annual basis and issued each January. When
completing Dangerous Goods Declarations, shippers must verify that information
complies with the latest revision. Non-compliance with the regulations will have
legal implications and incur delay until rectified.
11.2 Dangerous Goods by Air Documentation

The following books and documentation are required:
• Up-to-date copy of IATA Dangerous Goods Regulations
• Copies of the Shippers Declaration
• Copies of the checklists for both non-radioactive and radioactive shipments
• Copies of the Notification to Captains (NOTOC)
• Additional Dangerous Goods labels
In addition to the above, the installation should make provision for:

• The storage and security of packages, prior to loading/after unloading, from
the helicopter
• The emergency response steps required in the event of a damaged or leaking
package being discovered
• Retention of the paperwork as per DGR 9.8
This provision must be reflected in the appropriate procedures manual for the
installation.

12.0 WASTE MANAGEMENT
The primary legislation is the Merchant Shipping (Prevention of Pollution by

Garbage) Regulations [SI 1998/1377]. The OIM of every installation or rig,
requires to provide a garbage management plan for each location or rig.
All Offshore locations (fixed and mobile) are regarded as a Waste Producer.
The subsequent transfer of waste to an onshore receiving facility is controlled
mainly by: Special Waste Regulation [SI 1996/972]; Environmental Protection
(Duty of Care) Regulations [SI 1991/2839]; Waste Management Regulations [SI
1996/634].
Each Offshore location is required to prepare and maintain a "Cradle to Grave"
Audit Trail of all waste streams generated on the facility. As part of the
management/garbage record book, owners may collate details onshore as long
as an audit trail is available. The removal of waste by Supply Vessel may only
take place in compliance with the Regulations. The Supply Vessel is regarded as
the Waste Carrier and for that reason must hold a Waste Carrier License for
moving waste in the UK sector. The Vessel Master is responsible for receiving
and discharging waste from the Supply Vessel.
The movement of waste from Offshore to final disposal site may require a
number of controlled transfers - this is known as the Waste Handling Chain.
Within the Waste Handling Chain, the vessel is required to hold copy of waste
transfers with exchange of signatures on paperwork (Special Waste) required to
take place for each numbered Controlled Waste Note (as issued and controlled
by Scottish Environmental Protection Agency (SEPA)/Environment Agency ( EA))
prior to transfer to quayside. These Waste Notes are normally prefixed SC
(SEPA) or EC (EA) depending on issue point.
In accordance with Oil and Gas Industry, Operator Policy and National Waste
Strategy, all waste is reported showing disposal routing with specific requirement
to reduce, re-use and recycle Waste where possible. All locations are
encouraged to segregate waste to reduce amounts sent to landfill. In some
cases, prime reason for segregation is safety for the handlers through the waste
handling chain, eg glass.
The handling of Waste from "Cradle to Grave" is controlled via approved licensed
services only. Under the Duty of Care, all Waste Producers are required to
ensure that their waste streams move and are received under such condition
only. Violation of the Regulations may result in both Company and Individual
prosecution by the relevant Regulatory Authority.
12.1 Controlling Waste Offshore

It is the responsibility of the OIM to ensure that all waste is kept and transferred in
a safe and compliant manner. All personnel (including service company
personnel and visitors) must follow the Installation Waste Control Policy/
Procedures.

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

In general, it is necessary for Offshore Operators to segregate recyclable waste
streams. Typical recyclable waste are shown as:
i. Paper
ii. Cardboard
iii. Timber
iv. Drums (metal/plastic)
v. Scrap Metals
vi. Cable
vii. Plastics (wrapping/bottles)
viii. Fluorescent Tubes
ix. Batteries
x. Solvents
xi. Drink Cans
xii. Toner Cartridges
xiii. Ink Cartridges
xiv. Electronic equipment
xv. Circuit boards
Collections are encouraged using clear plastic bags where possible to assist with
easy identification and hazard spotting for handlers.
It has become normal practice for the service provider to establish a help-line for
support and assistance on any waste issues to reduce risk, be it technical/
administrative.

13.0 ABBREVIATIONS
Initials Description
Accord Dangereux Routiers (European Standard on Dangerous Goods

ADR
Transportation)
BHAB British Helicopter Advisory Board
BOP Blow Out Preventer
BS EN British Standard Europenne Norme
CCU Cargo Carrying Unit
CoG Centre of Gravity
CoS Chamber of Shipping
DGR Dangerous Goods Register
DGs Dangerous Goods
DNV Det Norske Veritas
EA Environment Agency
HLO Helicopter Landing Officer
HSE Health and Safety Executive
IADC International Association of Drilling Contractors (North Sea Chapter)
IATA International Civil Air Transport Association
ICAO International Civil Aviation Organisation
IMDG International Maritime Dangerous Goods Code
IMO International Maritime Organisation
LMC Last Minute Change
LOLER Lifting Operations and Lifting Equipment Regulations
International Maritime Organisation Convention for the Prevention of Pollution

MARPOL
from Ships
MCA Maritime and Coastguard Agency
MCAA Marine Competent Authority Approval
MEGC Multiple Element Gas Containers
MSF Marine Safety Forum
NOTOC Notification to Captains
NUI Normally Unattended Installation
OIM Offshore Installation Manager
PV Pressure Vacuum

Initials Description
SADIE Safety Alert Data Information Exchange
SEPA Scottish Environmental Protection Agency
SWL Safe Working Load
TREM Card Transport Emergency Report Card
TRIC Task Risk Identification Checklist
UKOOA United Kingdom Offshore Operators Association
UKCS United Kingdom Continental Shelf
WSCA Well Services Contractors Association

14.0 REFERENCES
References
Approval of Offshore Containers Handled in Open Seas Guidelines MSC/Circ 860
BHAB Procedure for the Shipment of Dangerous Goods from Offshore Installations and Vessels to Onshore by
Helicopter
Carriage of Dangerous Goods and Use of Transportable Pressure Equipment Regulations 2004 [SI2004/568]
Code of Practice for Inspection and Repair of Offshore Containers BS7072: 1989
Code of Practice for the Safe Use of Wire Rope Slings BS6210: 1983
Department of Transport Code of Practice Safety of Loads on Vehicles
Environmental Protection (Duty of Care) Regulations [SI 1991/2839]
IATA (International Air Transport Association) Dangerous Goods Regulations
ICAO Technical Instructions for the Carriage of Dangerous Goods by Air
International Maritime Dangerous Goods (IMDG) Code
Lifting Operations and Lifting Equipment Regulations [SI 1998/2307] (LOLER)
Marine Guidance Note MGN 282 (M)
Marine Guidance Note MGN 283 (M)
Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations [SI 1997/2367]
Merchant Shipping (Prevention of Pollution by Garbage) Regulations [SI 1998/1377]
Offshore Containers, Design, Construction, Testing, Inspection and Marking: BS EN 12079:1999
Offshore Freight Containers Design and Certification – DNV Certification Notes 2.7-1:1989
Special Waste Regulations [SI 1996/972]
Specification for wire rope slings and sling legs for general lifting purposes BS1290: 1983
Step Change in Safety – Design and Handling of Cargo Baskets Guidance
Stowage of Goods in Freight Containers Guidelines BS5073: 1982
Temporary Portable Equipment Certificate [PE001]
Transport of Dangerous Goods and Use of Transportable Pressure Receptacles [SI 2004/568]
Transportable Gas Cylinders – Cylinder Identification: BS EN 1089 – 3:1997
Waste Management Regulations [SI 1996/634]
Well Handled – Offshore manual handling solutions HS (G) 171
UKOOA Offshore Support Vessel Guidelines

Internet Links
UK Statutory Instrument Web site

www.legislation.hmso.gov.uk/stat.htm
British Standards Web site

www.bsonline.bsi-global.com/server/index.jsp
Maritime and Coastguard Agency Web site

www.mcga.gov.uk
Step Change Standard Lifting and Crane Operating Procedures Group

step.steel-sci.org
Health and Safety Executive Home Page

www.hse.gov.uk/hsehome.htm
Chamber of Shipping
www.british-shipping.org
United Kingdom Offshore Operators Association

www.ukooa.co.uk
Cross Industry Safety Alert Database SADIE

step.steel-sci.org/SADIE/main_sadie_fs.htm
Marine Safety Forum

www.marinesafetyforum.org/about.asp

15.0 APPENDICES
APPENDIX 1 OFFSHORE TANKS – CHEMICALS, OILS AND WASTE
APPENDIX 2 PORTABLE GAS EQUIPMENT
APPENDIX 3 SPECIAL CARGO
APPENDIX 4 DRILLING TUBULARS
APPENDIX 5 PACKING
APPENDIX 6 DOCUMENT EXAMPLES
APPENDIX 7 LIFTING OPERATIONS FLOWCHART
APPENDIX 8 NON CONFORMANCE CODE CHECKLIST
APPENDIX 9 ABNORMAL OR WIDE LOAD MATRIX
APPENDIX 10 USE OF TAG LINES
CROSS INDUSTRY WORKGROUP
FEEDBACK

APPENDIX 1 – OFFSHORE TANKS – CHEMICALS, OILS AND WASTE
1.1 Introduction
Offshore tanks are a common feature of most, if not all offshore installations.
They are used principally for the containment and transportation of a variety of
oils and chemicals as well as returning waste products from offshore locations.
1.2 General
All companies providing chemicals and oils in offshore tanks for owners and
operators of offshore installations and all offshore installations returning products
and waste to the shore should ensure that:
i. The appropriate type and size of tank is selected for the product to be carried.
For more detailed information refer to IMDG Code Chapter 3.2 – Dangerous
Goods List and Chapter 4.2 – Use of Portable Tanks.
ii. All lifting equipment, frame and International Maritime Organsiation (IMO)
certification for the tank is fully in date at the time of use, and has sufficient
validity remaining so as to avoid certification expiring when offshore.
1.3 Vessel (Tank) Types

1.3.1 A new coding system (portable tank instruction) for offshore portable tanks was
introduced in the 2000 Edition of the IMDG Code and replaces the IMO
classification for IMO Type tanks with a UN classification. For details of the
transitional provision to the new code refer to Chapter 4.2 – Use of Portable
Tanks of the IMDG Code.
1.3.2 IMO Type portable tanks designed, constructed and approved before the 1st of
January 2003 under the provisions of the IMDG Code can continue to be used
until the end of their life, provided such tanks are inspected and tested in
accordance with 6.7 of the IMDG Code. As the detailed provisions for these
tanks are no longer in the current IMDG Code, DSC/Circ 12 was developed to
allow the continued use of these tanks.
1.3.3 Offshore tanks (IMO and UN approved) used for the transportation of dangerous
goods of classes 3 to 9 should be designed, constructed, inspected and tested in
accordance with the provisions of Chapter 6.7 of the IMDG Code.

1.4 IMO Inspection and Testing of Tank Vessel
INSPECTION AND TESTING

Leakproof Test on fully
Hydraulic Test
assembled tank Marking on Tank
Time or Interval (Periodic
(Intermediate Periodic Data Plate
Inspection)
Inspection)
Competent
Initial Certification Yes Yes
authority stamp
At intervals not exceeding 2.5 Competent
No Yes
years (1) authority stamp
Only when shell and
At intervals not exceeding 5 years Competent
Yes equipment pressure tested
(1) authority stamp
separately
Where tank vessel shows At the discretion of Competent
At the discretion of the
evidence of damage, corroded the competent authority stamp (if
competent authority
areas or leakage authority test carried out)
(1) An offshore tank may not be filled and offered for shipment after the date of
expiry of the last five year or two and a half year periodic inspection and test.
However, an offshore tank filled prior to the date of expiry of the last periodic
inspection and test may be shipped for a period not to exceed three months
beyond the date of expiry of the last periodic inspection and test. In addition,
an offshore tank may be shipped after the expiry of the last periodic
inspection and test:
i. after emptying but before cleaning, for the purposes of performing the
next required inspection and test prior to refilling; and
ii. unless otherwise approved by the competent authority, for a period not
to exceed six months beyond the date of expiry of the last periodic
inspection and test, in order to allow the return of dangerous goods for
proper disposal or recycling. Reference to this exemption should be
mentioned on the shipment documentation.
Further details regarding the inspection and testing of offshore tanks can be
found in Chapter 6.7 paragraph 6.7.2.19 of the IMDG Code.
1.5 General Checks for Offshore Tanks

The following checks should be carried out as a minimum:
i. Check the condition of the frame and ensure that generally there are no
signs of excessive corrosion or deformation.
ii. Ensure that the tank is not overloaded. This can be done by calculating the
product weight and comparing the result against the plated maximum
payload on the offshore data plate. The following formula should be used to
achieve this:
Volume of product in tank x Product density = Payload
iii. In the case of tanks being shipped full or part-full, ensure there are no signs
of leakage.
iv. Check that all certification is fully in date at the time of use, and has sufficient
test period remaining so as to prevent certification expiring when offshore.
IMO certification should be checked in accordance with paragraph 1.4 of this
appendix.
v. Ensure that any old hazard and supply labelling has been removed.
vi. Affix all relevant hazard and supply labelling (where required).

vii. Check all valve assemblies for damage and security ensuring end caps are
in place and fastened.
viii. Check the manlid is securely closed.
ix. Check the lifting equipment for any signs of damage or incorrect bridle
arrangement.
x. Ensure the fifth leg of the lifting assembly is stowed on the outside of the
tank frame for ease of connection to the crane both onshore and offshore.
xi. Check the grating for any signs of damage or loose fittings.
xii. Check the top surfaces for any potential dropped objects.
xiii. Check the forklift pockets for loose items such as tools, stones, dunnage,
etc.
After completion of all checks, a Tank Despatch/Return Checklist should be
completed for each load being despatched offshore or returned onshore.
An illustration of the checks to be carried out on offshore tanks can be found in
Appendix 6.3.
1.5.1 Increasingly, offshore tanks are being fitted with manual vacuum breaker valves
at the same end as the main bottom discharge valve. This is to remove the need
for personnel to climb on top of the tank to vent prior to discharge.
This valve is sometimes difficult to see through the frame of the tank and must be
checked for security
Where no manual valve exists, the automatic Pressure Vacuum (PV) valve
should not be manually over-ridden to facilitate decanting. This valve is intended
to operate automatically when the tank pressure or vacuum exceeds
predetermined limits. Frequent manual operation has been found to damage the
valve and may prevent it operating as intended in an emergency.
1.6 Plate Markings

A typical example of the format for a plate fitted to a offshore IMO tank is shown
below.

1.7 Offshore Tank – Key Points from Checklist

APPENDIX 2 – PORTABLE GAS EQUIPMENT
2.1 Introduction
Gas products are used in various forms on all offshore installations. They are
typically transported in portable gas equipment such as racks and quads,
although single cylinders in lift frames are also widely used.
2.2 General
All companies providing gas in portable gas equipment to contractors, owners
and operators of offshore installations, and all offshore installations returning
transportable gas containers shall ensure that:
i. Suitable cylinder types are used (see 2.3 below).
ii. Portable gas equipment is checked prior to shipment (see 2.4 below).
iii. Specific requirements are met for Gas Quads/Packs/Multiple Element Gas
Containers (MEGCs) (see 2.5 below).
iv. Specific requirements are met for Lift Frames (see 2.6 below).
2.3 Cylinder Types

Equipment used for the offshore transportation of dangerous goods of Class 2
should be designed, constructed, inspected and tested in accordance with the
provisions of the current IMDG Code (and in particular section 4.1.6), Transport
of Dangerous Goods and Use of Transportable Pressure Receptacles [SI 2004/
568], and any other appropriate standard (ie BS7072, BS EN 12079, DNV 2.7 –
1).
2.4 General Checks for Portable Gas Equipment

All companies providing gas products in transportable equipment for owners and
operators of offshore installations and all offshore installations returning products
and waste onshore should ensure that:
i. There are no signs of excessive corrosion or deformation.
ii. All certification is fully in date at the time of use, and has sufficient test period
remaining so as to prevent certification expiring when offshore.
iii. Any old or irrelevant hazard and supply labelling has been removed.
iv. All relevant hazard and supply labelling (where required) are affixed to
equipment, appropriate to the gas contained within.
v. Equipment is painted in colour appropriate to the gas contained within, in
accordance with Transportable Gas Cylinders – Cylinder Identification BS
EN 1089 – 3:2004, Pt 3: Colour coding).
vi. Forklift pockets are free of any loose items such as tools, stones, debris, etc.
vii. All flat surfaces are free of any potential dropped objects (ie tools). Any that
are found must be removed prior to transportation.
viii. Lifting slings are in test, of the appropriate capacity, and that stamp marking
identification agrees with test certification supplied.

2.5 Specific Requirements for Gas Quads/Packs/MEGCs
i. Ensure that valves and manifolds are suitably protected with valve guarding
mesh.
ii. Ensure that valve guarding mesh is in good condition.
iii. Ensure that all valves are in good condition and operate correctly.
iv. Ensure that manifold is free from damage.
v. All cylinders must be properly secured in frame.
vi. All cylinder valves and king (main) valves are fully closed.
2.6 Specific Requirements for Lift Frames

i. Ensure that door is in good condition and operates correctly.
ii. Where fitted, ensure that the door-securing pin retaining pin is engaged.
iii. Ensure identification number is painted on roof.
iv. Ensure cylinders are properly restrained within lift frame.
v. Ensure positive security of cylinders in rack by strapping in place. Small
cylinders may require additional packing and/or a special container. Bottles
shipped in racks without valve protection plates must be capped.

APPENDIX 3 – SPECIAL CARGO
3.1 General
All cargo in this category must be considered as non-routine and the lifting
operations planned as in Section 5, Lifting and Slinging.
3.2 Unusual Shape and Weight Distribution

3.2.1 Further factors, which must be taken into account when assessing unusual items
of cargo, are as follows:
i. Items with high and/or offset centre of gravity will be unstable.
ii. Whether any additional securing arrangements are required.
iii. May be shipped or lifted in horizontal position for later up-ending offshore. In
these circumstances all aspects of transportation, lifting and installation
operations to be subject to a full Risk Assessment being carried out.
iv. May require use of lifting beams or frames or asymmetric rigging
arrangements.
v. During transportation beams or frames must be removed and stowed as
separate cargo items. Where removed and subsequently re-attached for the
lifting operations a full assessment of the risks involved should be performed.
Otherwise they must be secured in a suitable manner to prevent damage.
vi. Long cargo baskets must lift horizontally.
3.2.2 Unusually Heavy Items (>20 tonnes)
i. May require stowage in particular part of vessel’s deck.
ii. Must involve discussion between all parties, including vessel Master.
iii. Must involve assessment of lifting dynamics.
iv. May involve further reduction in environmental criteria for operation.
Experience indicates that lifting of heavy items in significant sea states exceeding
approximately 2.0 metres should not normally be attempted.
3.2.3 Unusually Long, Fragile Items
i. May require use of special packing arrangements.
ii. May require the use of tag lines. If it is considered necessary it should only
be done after a Risk Assessment has been undertaken, see Appendix 10.
iii. Items vulnerable to water damage must be suitably protected.
3.2.4 Internal Sea Fastenings in CCUs
Internal Sea Fastening in CCUs involving welding must only be undertaken
following engineering review and consultation with the container fabricator/
owner.

3.2.5 Fragile Items, Pre-assembled and Pre-commissioned Machinery Items
Requiring to be Kept Dry
Because of the fragile nature and the high value of these items, they should be
transported in a specially designed lifting frame/module. If not the following
points should be considered:
i. These items should be crated in a heavy-duty material to reduce the
potential for damage.
ii. The crate should also be made adequately to be able to be lifted from a
CCU.
iii. The crate should come complete with it's own lifting arrangements.
iv. The crate should be labelled to clearly identify the fragile nature of the goods.
v. The crate should then be loaded into a container ensuring due consideration
has been taken for removal when it reaches it's final destination. The item
should then be secured in the container as detailed within these guidelines.
vi. Consideration should be given to items requiring to be kept dry.
3.2.6 Special Lifts to Normally Unattended Installations (NUIs)
Some NUIs have crane weight restrictions, which means that placing even the
smallest of equipment in a CCU will lead to the SWL of the crane being
exceeded.
Where such crane weight restrictions apply, operations must be Risk Assessed,
with the following points being considered:
i. It may be safer to use fibre slings or suitably coated wire rope slings to lift
equipment or place equipment inside and remove equipment from CCUs.
ii. In the case of scaffolding, if it cannot be loaded into a half height container
due to crane weight restrictions then it should be pre-slung and secured
using steel banding or other suitable alternatives around the bundle to
prevent movement.
3.3 Backloading of Bulk Underdeck Cargo to Support Vessel Tanks

Vessels supplying the offshore industry are required to carry a variety of bulk
liquids in dedicated tanks within the ship to supply installations offshore. It has
been noted on a number of occasions that bulk liquids backloaded to ships have
been incorrectly declared by offshore installations and drilling rigs, and these
products can have the potential to seriously impact the technical integrity of the
vessel.
For specific bulk backload procedures refer to UKOOA Offshore Support Vessel
Guidelines. Particular attention is drawn to MGN 283 (M).
3.4 Bulk Transfer to/from Portable Tanks

When offshore support vessels are required to carry portable tanks that are to be
loaded or discharged whilst onboard, the suggested template as per MCA
Disc/Circ 12, Annex 3 “Procedures for the discharge and loading of dangerous
goods from portable tanks carried on the deck of offshore supply/support vessels”
should be completed and submitted to the local MCA’s Marine office prior to
loading the tanks to gain approval. Particular attention is drawn to MGN 282 (M).

3.5 Examples of Special Cargo
1. Anchors
2. Blow out Preventer (BOP)
3. Buoy
4. Lifeboat

1. Anchors
(Bruce style)
2. BOP
Frames preferred
means of transportation
3. Buoy
Lifeboat in
4.
Transportation Frame

APPENDIX 4 – DRILLING TUBULARS
This category includes items, such as drill pipe, risers, conductor, casing and tubing.
4.1 General
The following applies to both individual and bundled tubulars.
4.1.1 Each tubular lift must always be slung with two slings, each of the same length
and of the same SWL. The SWL of each sling should be equal to or greater than
the Gross Weight of the load. Every tubular lift must lift level.
4.1.2 Slings should be placed at equal distance (approximately 25%) from the ends of
the load with the internal angle at the hook not greater than 90o. They should be
double wrapped and choked around the tubular. When it is necessary to bundle
tubulars of different lengths, the shortest tubular should be no less than 75% of
the length of the longest tubular.
4.1.3 In the case of slung tubulars a wire rope grip (DIN 1142 type preferred) or other
approved device should be used above the reeved eye that forms the ‘choke’. In
addition a tie wrap of robust design should be used on the reeved eye of the sling
to prevent the eye from slipping over the rope grip. This arrangement prevents
the bundle from coming slack when it’s landed.
Note: The live end of the sling should not be threaded under the first wrap.
4.1.4 Excessively long tubular lifts may have a tag line attached. This should be
subject to a Risk Assessment.
4.1.5 Care should be taken on removing slings due to possible stowage movement.
4.1.6 Tubular ‘stacks’ should be segregated by pipe posts.
4.1.7 The bottom row of a tubular stow should be individually ‘chocked’ at positions
forward and aft ends of each joint or secured by other mechanical means to stop
movement. This also applies if there is only one row of tubulars.
4.1.8 In preparing tubulars for transportation it is good practice to pick up the tubular lift
for a second time to see if more slack can be taken out using clamps or bulldog
clips.
4.1.9 The offshore operator may have a requirement for tubulars to be loaded in
sequence for discharge at the installation. This can only be completed if a risk
assessment has been conducted and all tubular requirements are met.
4.1.10 Ensure thread protectors and endcaps are securely fastened.
4.1.11 Due care and attention should be taken when loading tubulars to avoid damage
to slings.
4.1.12 All tubulars should be correctly orientated on the trailers and when loading on
vessels.
4.1.13 All backloaded tubulars should be cleaned or capped to prevent spillage of any
contaminant.
4.1.14 When shipping loose protectors, it is recommended that they be placed in
compactor bags or equivalent before placing in CCU. Care must be given to
ensure that the compactor bag’s SWL is not exceeded.

4.2 Bundled Tubulars
4.2.1 Certified transportation frames are considered best practice for smaller dimension
tubulars.
4.2.2 Only tubulars of the same diameter should be bundled together and whenever
possible should be of similar length.
4.2.3 The number of tubulars in each bundle should be such that the inside/middle
tubulars are gripped and will not slip out of the bundle. Whenever practicable
tubulars over 5.5” in diameter should be bundled in ‘odd’ numbers.
4.3 Individually Slung Tubulars

4.3.1 Prior to loading individual tubular cargo, bedding rope must be placed at
appropriate positions on the vessels intended loading area. The minimum of two
certified securing arrangements must be placed at equal distance approximately
25% from the ends of the intended stow. The length and/or height of securing
arrangements must be sufficient to ensure that the entire tubular stow is secured.
Examples of certified securing arrangements are: lashing chain, webbing, wire,
pipe pins/stanchions, stretchers, ratchets, shackles, etc.
4.3.2 Specifically for vessel loading, only tubulars of the same diameter are to be
stowed together and wherever possible should be of similar length to ensure the
tubulars are properly secured and positioned between the securing
arrangements.
4.3.3 Smaller individual joints or pup joints that cannot be stowed between securing
arrangements and are considered to be less than 60% overall length of average
joint, must be secured as a separate item or shipped in cargo baskets.
4.4 Examples of Drilling Tubulars

1. Tubing Frame
2. Tubing Bundle
3. Tubing – small frame
4. Tubular Packing System

1. Tubing Frame
Restraining bars to be
securely fastened to
avoid pipe slipping.
2. Tubing Bundle
Care should be
exercised on removing
slings due to stowage
movement.
3. Tubing – small frame
Secure method of
maximising storage and
transportation of tubing.
Tubular Packing
4.
System

APPENDIX 5 – PACKING
5.1 General
In the course of offshore operations, cargo in transit and its sea fastening
arrangements are likely to be subjected to forces acting in three axis. Such
forces can be the result of shock loadings during transfer operations or vessel
motions in a seaway, particularly during bad weather.
Goods being transported by other means will also experience significant forces
as a result of vehicle motions or rough handling during transit. Whilst being
carried on moving vehicles, goods and their securing arrangements may also be
subjected to exceptional loads during emergency situations.
These forces can result in violent, unexpected movements of the goods both at
the time an incident occurs or when the package or CCU is subsequently
opened. Goods must therefore be adequately secured against potential
movement within their individual packages. In turn, where the packages are
loaded into a CCU they must likewise be correctly stowed and secured.
Further guidance can be found in Dangerous Goods in Cargo Transport Units HS
(G) 78.
Failure to recognise and comply with these requirements can result in severe
injury to personnel and material damage.
5.1.1 All packaging must be suitable. It must prevent any of the contents moving or
escaping under adverse weather conditions and rough handling.
5.1.2 When packing goods, metal to metal contact should be avoided, to minimise
movement during transit.
5.1.3 Management arrangements in the organisation must ensure that the people who
do the work are properly trained. Training should cover:
i. Compatibility of packaged goods.
ii. Dangerous goods awareness.
iii. Weights of packages and load distribution.
iv. Securing, bracing and dunnage.
v. The correct unit for the material being packed.
vi. Manual handling risks.
5.1.4 The duties of the packer include the following areas:
i. All packages must be suitable, properly labelled and in satisfactory condition.
ii. Packages must be stowed safely and properly secured in the CCU. Checks
must be made on the weights of the packages to ensure a safe load
distribution and to prevent the maximum permitted gross weight of the CCU
being exceeded.
iii. The CCU must display the appropriate hazard warning labels, marks and
signs.
Written information concerning loading and the potential hazards must be
prepared. This must be made available to the next person handling the CCU.

5.1.5 Packages
General packing provisions are as follows:
i. Polystyrene chip packing and hessian sacks should not be used due to
environmental and safety reasons. The product should be packed using
bubble wrap.
ii. Nylon sacks used to send heavy items by air should be packed into
cardboard boxes.
iii. Items weighing more than 25kg should be labelled as “heavy” for manual
handling reasons. Attention is drawn to Step Change recommendations
regarding the use of coloured weight tape to identify handling risks.
iv. All sharp and protruding objects should be removed.
5.2 Selection of Lashing Equipment for Packing CCUs

During transport, forces such as acceleration, braking, centrifugal and vertical
forces act on the load. A prerequisite for safe transport is a suitable CCU with
the appropriate structure and necessary load lashing devices. The task of load
lashing is to secure the load against the effect of these forces to prevent slipping,
tipping or falling.
Lashing arrangements must be made up using certified materials. Wooden
dunnage or similar material must only be used in conjunction with such certified
products.
Total certified capacity of the lashing arrangements should be greater than the
weight of the items being secured. Lashings should be equally distributed across
the item.
5.3 Wheeled Cargo

All wheeled cargo, irrespective of weight or dimensions, should be secured
sufficiently for shipping by effectively taking the wheels out of commission, ie
raised on timber. It is unlikely that conventional lashing would be sufficient for
this task. Alternatively the cargo may be welded in position.
5.4 Examples of Packing

1. Air Bag
2. Insert Baskets
3. Container Net
4. Corded Polyester Lashing
5. Door Secondary Securing Device
6. Cord Strap or Lashing

1. Air Bag
2. Insert Basket
For loading inside a

closed container (also
known as stillage).
Do not overload.
Consider receiving
installation’s freight
handling facilities.
3. Container Net
Ensure bottom and top

skirt is fully tightened.

4. Corded Polyester
Lashing
Ensure lashing is
certified.
Use 25mm and 31mm

lashing with 1.5 tonne
and 2.5 tonne SWL.
Heavier SWL lashing is
also available.
Door Secondary
Securing Device
Typical methods
include:
• "Custom" type
metal seals
5. • Metal "Karabiner"
• Heavy duty tie-wrap
(10mm minimum
width)
• Wire door seal
• Step Change
Inspection Tags
6. Cord Strap or Lashing

APPENDIX 6 – DOCUMENT EXAMPLES
Examples of documents used in these guidelines are listed below:
6.1 UKOOA Cargo Summary Ticket for Outbound Cargo

6.2 UKOOA Inbound Pocket Checklist
6.3 UKOOA Cargo Summary Ticket for Outbound/Inbound Tanks
6.4 Dangerous Goods and Marine Pollutants Declaration
6.5 Dangerous Goods by Air Declaration
6.6 Transport Emergency Response Card (TREM card)
6.7 UKOOA Cargo Rejection Note – Sea
6.8 UKOOA Cargo Rejection Note – Air

6.1 UKOOA Cargo Summary Ticket for Outbound Cargo
UKOOA CARGO SUMMARY TICKET FOR OUTBOUND
(Use Specialist Cargo Summary Tickets for Tanks)
TO – OPERATIONS DEPARTMENT/BUSINESS UNIT

COLLECT FROM (SUPPLIER ADDRESS) DATE TELEPHONE NUMBER
OFFSHORE LOCATION TO BE SHIPPED TO SAILING DATE VESSEL NAME
UNIT IMDG
ACTUAL MAX LAST
ITEM DESCRIPTION/TYPE OF UNIT OR UNIT ID OR NO DIMENSIONS CLASS/ CUSTOMS
WEIGHT OF GROSS TEST
NO NO/TYPE OF JOINTS OF BUNDLES (L X W X H) & UN STATUS
LIFT WEIGHT DATE
(FEET) NO
1
2
3
4
5
6
7
8
9
CARGO CHECKLIST Yes/NA

1 Does the inspection plate show at least one month full remaining before statutory examination is due?
2 Are the units free from excessive corrosion or holes? (Pay particular attention to doors, floors and hinges.)
3 Are all drainage holes clear on open CCUs?
4 Are all lifting sets properly fitted and configured, ie not twisted?
5 Have all slings been checked for damage and split pins correctly fitted?
6 Have you checked for and removed any loose objects, eg tools, debris on the lift or in the forklift pockets?
7 Has the destination label been added? (NB, name of Platform not Field.)
8 Are items packed to prevent movement/damage, and adequate for “Worst Weather conditions?
Where appropriate, has Dangerous Goods cargo been notified and the container correctly labelled on all four sides
9
(as per IMDG code)? – Chemical Tanks must have a product label attached to the tank.
10 Is the cargo retaining net secure and positioned to prevent goods falling out?
11 Have adequate precautions been taken to prevent snagging of lifting set on the cargo in open units?
12 Are the doors and locking mechanisms secure with locking device attached? (Including Secondary Securing Device)
13 Does the load lift horizontally?
14 Is Actual Weight less than or equal to Maximum Gross Weight?
15 If Actual Weight is seven (7) tonnes or above, has Heavy Lift pennant been attached?
16 Have all tubulars been slung correctly?
If container is empty, only points 1 to 7 apply.
PRINT NAME SIGNATURE POSITION IN COMPANY
All checklist items must be completed prior to despatch.

This document must accompany goods to the shipping port in order to ensure the correct identification of goods.
Where there are multiple truckloads, one copy is to accompany each truck with the relevant items highlighted. For hazardous cargo, a copy of the
dangerous goods declaration must be faxed/emailed along with this form.
Hazardous goods arriving without notification WILL NOT be shipped.

6.2 UKOOA Inbound Pocket Checklist
UKOOA Inbound Pocket Checklist
CCU Number (Container/Basket, etc)
. . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Checks Yes No

Have any potential dropped objects been removed or
secured? (Please check on top of units and inside
forklift pockets.)
Are the deck lifts basket/container still within
certification?
Are all items detailed on the Consignment Note in the
basket/container?
Has all material within the basket/container been
adequately secured for sea transportation?
Are the container door locking mechanisms fully
engaged?
Have all container doors been tie wrapped?
Is container in good condition? Any defects to be
reported and appropriate action taken.
Is the lifting bridle in good condition and shackles
secure with split pins in place?
Is load over 7? If so, attach “Heavy Lift Flag” to
rigging.
Does the load lift horizontally in both axes? (<0.5’ in
20’)
Are there any fuels, oils or potential pollutants being
transported within the equipment? (Oil in reservoir or
sumps, fuel in fuel tanks, etc.)
Are there any hazardous goods in the consignment?
If there are hazardous goods, are there the necessary
numbers of hazard labels attached to the CCU.
Have you included SEPA notes/Material Safety Data

Sheets with the consignment note?
If there are no hazardous goods, have all hazard
labels from outward shipment been removed?
Name: (please print clearly)

...........................................
Company:
...........................................
Date: / /
Signed copy to be retained for 3 months.

March 2005, SIS 96845520

6.3 UKOOA Cargo Summary Ticket for Outbound/Inbound Tanks
UKOOA CARGO SUMMARY TICKET FOR OUTBOUND/INBOUND TANKS
CUSTOMER OFFSHORE LOCATION
LAST
ITEM TARE + MAX GROSS IMDG CUSTOMS
TANK NO TANK SIZE UN NO PRODUCT* TEST
NO PAYLOAD WEIGHT CLASS STATUS
DATE
1
2
3
4
5
6
7
8
9
* Product or Waste Type
TANK CHECKLIST Y/N COMMENTS

Does the Inspection plate show at least one full month remaining before statutory
1
examination is due for tank vessel, frame, slings and lifting points?
Where appropriate, has Dangerous Goods cargo been notified and the container
2
correctly labelled on all four sides (as per IMDG code)?
3 Are all fill/discharge valves closed, including any kick rods?
4 Are all dip and vent valves closed?
5 Are all manlids securely fastened?
6 Are all caps and couplings present and secure?
7 Framework, structure, paintwork, gratings, walkways, ladders in good condition?
Have you checked for and removed any loose objects, eg tools, debris on the tank
8
or in the forklift pockets?
Where applicable, have copies of all relevant certificates, dangerous goods notes,
9
material safety data sheets and TREM cards been despatched with tanks?
Have you checked that there are no obvious signs of damage to lifting points and
10
slings?
11 Have gross weights been checked against SWL?
12 Has the destination label been added? (NB, name of Platform not Field)
If Actual Weight is seven (7) tonnes or above, has Heavy Lift pennant been
13
attached?
Note: Any “NO” will result in the non-shipment of the tank.
PRINT NAME POSITION
SIGNATURE DATE
This document must accompany goods to the shipping port in order to ensure the correct identification of goods.
Where there are multiple truckloads, one copy is to accompany each truck with the relevant items highlighted. For hazardous cargo, a
copy of the dangerous goods declaration must be faxed/emailed along with this form.
Hazardous goods arriving without notification WILL NOT be shipped.

6.4 Dangerous Goods and Marine Pollutants Declaration
Dangerous Goods Declaration and Certificate of Packing Certificate No:
(To comply with the Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations 1997 SI 2367)
ORIGINATING COMPANY: TO THE MASTER OF MV: DESTINATION:
5
PLACE OF DEPARTURE:
In accordance with Part II (1, 2, 3 and 4) of the above-mentioned Regulations, you 6
are hereby advised of the following classified Dangerous Goods being loaded onto
your vessel. DEPARTURE DATE:
1 3 7
24 HOUR CONTACT TELEPHONE NUMBER: SHIPPER’S REFERENCE NUMBER (Optional): VOYAGE REF:
2 4 8
PROPER SHIPPING NAME CLASS DIVISION – SCHEDULE NUMBER AND GROSS QUANTITY
SUBSIDIARY LIMITED
INCLUDING CHEMICAL NAME IF CLASS 1, STATE PACKING No (IF FLASHPOINT KIND OF (MASS OR VOLUME) MARINE EMS CONTAINER OR
UN No RISK IF QUANTITY IF
OF MARINE POLLUTANT IF COMPATIBILITY GROUP CLASS 7 IF < 61 oC PACKAGES (FULL (NETT WEIGHT POLICY No TANK ID No
APPLICABLE APPLICABLE
APPLICABLE GROUP GOODS) DESCRIPTION) EXPLOSIVES)
17 18 19 20 21
9 10 11 12 13 14 15 16
MUST BE COMPLETED FOR
Name/ CONTAINER LOADS
Status of Declarant:
Date: NOTE FOR PERSON(S) COMPLETING THIS FORM: CONTAINER/VEHICLE PACKING CERTIFICATE
When delivering packages for shipping, fill in the heavily outlined section only. If the It is declared that the packing of the container has been carried out in accordance with the provisions
Signature: packages are containerised, you must complete and sign the Container Vehicle Packing NAME OF COMPANY:
Certificate and enter the container’s details. If not, the person responsible for packing
the goods in a container must complete and sign this part of the form. The details of
your responsibilities when signing either section of this form are shown overleaf. SIGNATURE: DATE:
of person responsible for packing container
22 23
May 2002, Rev 0

Dangerous Goods Declaration Completion Guide
1. Shipper’s name and address.
2. Emergency telephone number.
3. Name of vessel.
4. Originator’s reference (optional).
5. Name of location goods are destined for.
6. Port or name of installation of departure.
7. Vessel departure date.
8. Voyage reference (for Shipping Department use only).
9. The proper shipping name is considered to be that portion of the entry most accurately describing the goods that is shown in capital letters in the individual schedules or
in the general index of the IMDG Regulations; Trade Names alone shall not be used. Dangerous Goods or Marine Pollutants transported under one of the NOS (not
otherwise specified) or generic entries require a recognised chemical name in parenthesis after the NOS or generic entry. The words MARINE POLLUTANT should
follow the recognised chemical name where appropriate. NOTE – empty packages (including portable tanks and bulk packaging) containing residues shall be indicated
by placing the words EMPTY, UNCLEANED or RESIDUE – LAST CONTAINED before or after the proper shipping name. If Waste Dangerous Goods (other than
radioactive waste) are being transported for disposal, the proper shipping name should be preceded by the word WASTE.
10. Class/Division including compatibility groups if Explosive, as found in IMDG Regulations.
11. The United Nations number shown for the Dangerous Goods in the IMDG Code.
12. The packing group for a substance carried under a NOS entry or other generic entry which includes the possibility of the assignment of more than one Packaging Group.
13. Indicate the class number(s) of any subsidiary risks.
14. For Class 7 Radioactive Materials only, the Class Schedule Number, as found in IMDG Regulations.
15. Indicate whether material is being shipped under limited quantity provisions.
16. Minimum flashpoint of 61 oC or below.
17. The number and kind of packages including UN Identification if applicable, ie “1 x 4G Fireboard Box”.
18. The Total Quantity of Dangerous Goods covered by the description (by volume or mass, as in the case of goods of Class 1 by the Net Explosive Mass of the contents).
19. Indicate if the goods are a Marine Pollutant or not (Yes or No).
20. Emergency Schedule Number as found in Regulations.
21. Container or Tank Identification Number.
22. Name, Status and Signature of person responsible for packaging the goods and completing the declaration.
23. Name, Company Name and Signature of person responsible for packing Container.

Container/Vehicle Packing Certificate
It is certified that:
Those responsible for the packing of Dangerous Goods into a freight container should provide a “Container
Packing Certificate” certifying that this has been properly carried out and embodying the following
provisions:
• The cargo transport unit was clean, dry and apparently fit to receive the goods.
• If the consignments include goods of Class 1, other than Division 1.4, the freight container is
structurally serviceable in conformity with Chapter 7.4.6 of the IMDG Code.
• Goods which should be segregated have not been packed together onto or in the cargo transport unit
(unless approved by the competent authority concerned in accordance with 7.2.2.3).
• All packages have been externally inspected for damage, leakage or sifting, and that only sound
packages have been loaded.
• Drums have been stowed in an upright position, unless otherwise authorised by the competent
authority.
• All packages have been properly packaged onto or in the cargo transport unit and secured.
• When Dangerous Goods are transported in bulk packagings, the cargo has been evenly distributed.
• The cargo transport unit and the packages therein are properly marked, labelled and placarded.
• When solid carbon dioxide (dry ice) is used for cooling purposes, the cargo transport unit is externally
marked or labelled in a conspicuous place such as the door end, with the words “DANGEROUS CO2
GAS (DRY ICE) INSIDE, VENTILATE THOROUGHLY BEFORE ENTERING”.
• The Dangerous Goods Transport Document required in 5.4.1 of the General Introduction to the
International Maritime Dangerous Goods Code (IMDG Code) has been received for each Dangerous
Goods consignment packed onto or in the cargo transport unit.
THE SIGNATURE GIVEN OVERLEAF MUST BE THAT OF THE PERSON CONTROLLING THE
CONTAINER LOADING OPERATION. AFTER THE CONTAINER/VEHICLE HAS BEEN PACKED, THE
CERTIFICATE MUST BE GIVEN TO THE DRIVER ON COLLECTION AND PRESENTED TO THE
CONTAINER VEHICLE OPERATOR UPON DELIVERY.
DECLARATION
The company preparing this note declares that to the best of their belief the goods have been accurately
described, their quantities, weights and measurements are correct and at the time of dispatch they were
in good order and good condition.
DANGEROUS GOODS DECLARATION

I hereby declare that the contents of this consignment are fully and accurately described above by the
proper shipping name(s), and are classified, packaged, marked and labelled/placarded, and are in all
respects in proper condition for transport according to applicable international and national government
regulations.

6.5 Dangerous Goods by Air Declaration
SHIPPER’S DECLARATION FOR DANGEROUS GOODS
Shipper Air Waybill No
Page of
Shipper’s Reference Number
(Optional)
Consignee
Two completed and signed copies of this Declaration must

be handed to the operator.
WARNING
TRANSPORT DETAILS
Failure to comply in all respects with the applicable
This shipment is within the Airport of Departure: Dangerous Goods Regulations may be in breach of the
limitations prescribed for: applicable law, subject to legal penalties. This
(delete non-applicable) Declaration must not, in any circumstances, be
completed and/or signed by a consolidator, a forwarder
PASSENGER CARGO or an IATA cargo agent.
AND CARGO AIRCRAFT
AIRCRAFT ONLY
Airport of Destination: Shipment type (delete non-applicable):

NON-RADIOACTIVE RADIOACTIVE
NATURE AND QUANTITY OF DANGEROUS GOODS

Dangerous Goods Identification
Class Packing
Subsi- Quantity and type of packing Authorisation
or UN or ID Inst
Proper Shipping Name Divi-
diary
No
sion Risk
Additional Handling Information
Name/Title of Signatory
I hereby declare that the contents of this consignment are fully and
accurately described above by the proper shipping name, and are classified, Place and Date
packaged, marked and labelled/placarded, and are in all respects in proper
condition for transport according to applicable international and national
Signature (see warning above)
governmental regulations.

6.6 Transport Emergency Response Cart (TREM Card)
TRANSPORT EMERGENCY CARD (Road)
LOAD
CORROSIVE LIQUIDS, NOT FLAMMABLE
• Name of Substance(s): HYDROCHLORIC ACID.
• Coloured liquid or paste – Perceptible odour.
• Completely miscible with water.
NATURE OF DANGER
• Highly corrosive. Contact with liquid causes severe damage: to eyes, to skin.
• The vapour may be invisible. The vapour may be heavier than air and spread along the ground.
• Heating will cause pressure rise with risk of bursting and subsequent explosion.
• Decomposition in a fire: production of toxic fumes. The effect of inhalation may be delayed.
PERSONAL PROTECTION
• Suitable respiratory protective device.++
• Goggles giving complete protection to eyes.
• Apron or other light clothing, boots and plastic or rubber gloves.
• Eyewash bottle with clean water.
GENERAL ACTIONS BY THE DRIVER

• Stop the engine.
• No naked lights. No smoking.
• Mark roads and warn other road users or passers-by.
• Keep public away from danger area. Keep upwind.
• Notify police and fire brigade as soon as possible.
ADDITIONAL AND/OR SPECIAL ACTIONS BY THE DRIVER

• Any action only if without personal risk.
• If practicable: use shovel, broom, small collecting container.
• Avoid direct contact with substance.
• Stop leaks if without risk.
• Prevent liquids entering water courses, sewers, basements and workpits.
• Contain or absorb leaking liquid with sand or earth or other suitable material.
• If substance has entered a water course or sewer or been spilt on soil or vegetation, advise police.
FIRE (Information for the driver in case of fire)

• Do not attempt to deal with any fire involving the load.
FIRST AID
• If substance has got into eyes, immediately wash out with plenty of water. Continue treatment until medical assistance is
provided.
• Remove contaminated clothing immediately and wash affected skin with soap and water.
• Seek medical treatment when anyone has symptoms apparently due to inhalation, swallowing or contact with skin or eyes.
• Persons who have inhaled the fumes produced in a fire may not show immediate symptoms. Patient must be kept under
medical supervision for at least 24 hours.
SUPPLEMENTARY INFORMATION FOR EMERGENCY SERVICES

• Keep container(s) cool by spraying with water if exposed to fire.
• Extinguish with waterspray, foam or dry chemical.
• Do not use water jet.
ADDITIONAL INFORMATION EMERGENCY TELEPHONE: English

>>----> Taylors Industrial Services Limited, Hareness Circle, Altens Industrial Estate, ABERDEEN, AB12 3LY
Tel: (01224) 872972
© CEFIC Prepared by CEFIC from the best knowledge available: UN No: __________________
no responsibility is accepted that the information is sufficient or correct in all cases. HI No: 80
/, +, ++ and +++ refer to separate ‘Guides to optional and alternative phrases’ sheet for method of deletion.
ENGLISH
APPLIES ONLY DURING ROAD TRANSPORT
ISSUED: 2000

6.7 UKOOA Cargo Rejection Note – Sea
UKOOA CARGO REJECTION NOTE – SEA
This form is issued in accordance with the “UKOOA Guidelines for Safe Packing and Handling of Cargo to and from
Offshore Locations”.
TO (CONSIGNOR) CC (OPERATOR)
FROM (PRINT NAME) MATERIALS DETAILS
Operations Manager
BASE DESTINATION
You are advised that your freight has been rejected for onward transportation to the destination
noted above for the following reason(s).
REASON(S) FOR REJECTION – PLEASE CHECK ALL THAT APPLY

No ID, gross or tare weight on CCU. Tie wraps/split pins missing.
CCU in poor condition. CCU overweight.
CCU out of date/certification. Labelling incorrect/old placards still on CCU.
Potential Dropped Object. Container doors not sealed.
Equipment loaded over the height of the CCU. Incorrect colour code used.
No MSDN or TREM Card with goods. Signs of wear or damage to sling set.
Incorrectly packaged material. Incorrect documentation.
Freight poorly packaged in respect of Manual
Weight of freight not indicated on package.
Handling issues.
Freight has not been packaged in accordance with
Freight consists of undeclared Dangerous Goods.
current IMDG Dangerous Goods Regulations.
Labelling is not in accordance with IMDG
Incorrectly completed IMDG declaration.
Dangerous Goods Regulations.
Twisted lifting equipment. Trapped slings and snagged equipment.
Incorrect slings used for goods. No Certification received with goods.
Liquid leaking from CCU. Liquid leaking from package.
FURTHER INFORMATION (INCLUDE NON CONFORMANCE CODE IF APPLICABLE)
SIGNATURE DATE

6.8 UKOOA Cargo Rejection Note – Air
UKOOA CARGO REJECTION NOTE – AIR
This form is issued in accordance with the “UKOOA Guidelines for Safe Packing and Handling of Cargo to and from
Offshore Locations”.
TO (CONSIGNOR) CC (FREIGHT FORWARDER)
FROM (PRINT NAME) FREIGHT DETAILS
Freight Shed Supervisor

BASE DESTINATION
You are advised that your freight has been rejected for onward transportation to the destination
noted above for the following reason(s).
Please contact this office at your earliest convenience to arrange collection of the rejected freight/discuss
future transportation.
REASON(S) FOR REJECTION – PLEASE CHECK ALL THAT APPLY

Delivered less than one hour prior to scheduled
departure time (shall be transferred to next Warning/Orientation labels etc are missing/poor.
available flight.
Final (full) destination not indicated on freight. Final (full) destination not indicated on manifest.
Consignor’s name not indicated on freight. Consignor’s name not indicated on manifest.
Consignee’s name not indicated on freight. Consignee’s name not indicated on manifest.
Full and accurate description of freight not indicated Full and accurate description of freight not indicated
on freight. on manifest.
Weight of freight not indicated on freight. Weight of freight not indicated on manifest.
Freight poorly packaged in respect of Manual
Freight poorly packaged to endure flight safely.
Handling issues.
Total freight for this flight exceeds aircraft weight Individual weight of this piece exceeds limits set for
limit. Manual Handling.
Freight has been packed using banned materials. Freight consists of undeclared Dangerous Goods.
Freight has not been packaged in accordance with Manifest has not been completed in accordance
current IATA Dangerous Goods Regulations. with current IATA Dangerous Goods Regulations.
Labelling is not in accordance with IATA Dangerous
Labelling is inadequate for duration of flight.
Goods Regulations.
FURTHER INFORMATION (INCLUDE NON CONFORMANCE CODE IF APPLICABLE)
SIGNATURE DATE

APPENDIX 7 – LIFTING OPERATIONS FLOWCHART
Lifting Operations Flowchart

Responsible person identifies operation to
take place.
Competent person identifies lift category

Categories of Lift and implements control measures as Control Measures
detailed below.
Routine
• Written procedures exist for this lifting
Routine Crane Operations/Lifting operation
Operation • Lifting operations confirmed to be
eg Deck operations, boat transfers identical to written procedure
Suitable environmental conditions
Load with known and evaluated weight,
• Carried out by competent personnel
shape and centre of gravity. • Toolbox Talk Held
• Standard rigging arrangements • Person in control of lifting operations
• Individual responsibilities allocated
Non-Routine
• Carried out by competent personnel, eg
Riggers, Deck Crew and others who
Simple or Basic Lifting Operation
have training in hoisting and lifting/
• Only one item of lifting equipment rigging skills
• Standard rigging arrangement
• May have a written lifting plan or method
• Stable, known weight with adequate documented in Rigging and Lifting
lifting points Handbook
• Outwith sensitive, difficult or restricted • Risk Assessment undertaken using Task
area Risk Identification Checklist (TRIC)
• Toolbox Talk Held
Complicated or Standard Lifting
Operation • Risk Assessment undertaken
• Cannot be classified as a simple or • The Competent Person plans lifting
basic lifting operation operation and procedures written lifting
• Lifting personnel plan
• Extended duration, eg more than one • Permit to Work required
shift • Carried out by competent Riggers/Crane
• Use of two or more items of lifting Operators
equipment (Tandem lifts) • Supervised by Competent Person
• Within sensitive, difficult or restricted • Toolbox Talk Held
area
• Risk Assessment undertaken

Complex or Specialised Lifting Operation • Impact/Hazard Study undertaken
• Lifts over live plant • Onshore engineering input to method
statement and lifting plan
• Unknown or difficult to estimate centre of
gravity • Permit to Work
• Non-standard rigging or equipment • Carried out by competent Riggers/Crane
Operators
• Lifts which cannot be classified as
complicated • Supervision of Operations by Competent
Person
• Toolbox Talk Held

APPENDIX 8 – NON CONFORMANCE CODE CHECKLIST
100 Container Carrying Unit

101 Faulty structure, bad condition, corrosion or deformation and doors not secure
102 Overloaded, overweight
103 Out of date certification, insufficient test period remaining
104 Old hazard placards and labels attached
105 Incorrect placards and labels fitted (not Dangerous Goods Labelling)
106 Drainage holes blocked (open top)
107 Restraining nets not in place
108 Potential dropped objects
109 Faulty door locking mechanism
110 Loaded above desired level (open top)
111 Liquid leaking
112 Incorrect unit for cargo
200 Lifting and Slinging
201 Incorrect colour code (where applicable), unclear unique number and SWL
202 Signs of wear, corrosion, abrasion, and mechanical damage
203 Incorrectly slung or incorrectly fitted sling set
204 Incorrect SWL for load being moved
205 Incorrect shackle components ie pin size and type
206 Inadequate shackle pin security
207 Incompatible materials used in shackle, pin and body components
208 Incorrect or no Certification
209 Trapped or snagged lifting set
210 Twisted lifting set
300 Dangerous Goods
301 Incorrect or missing labels, or old labels not removed
302 Incorrect or missing documentation
303 Incorrect, inadequate or damaged packaging
400 Documentation
401 Incorrect or missing Cargo Summary Ticket
402 Incorrect or missing Material Safety Data Sheet
403 Incorrect or missing Transport Emergency Response Card (TREM card)
404 Incorrect or missing Shipping Manifest
405 Incorrect or missing Consignment Note
406 Incorrect or missing Special/Non Special Waste Consignment Note
407 Incorrect or missing Air Transport Documentation
500 Packing
501 Incorrectly or unsatisfactory Labelling (not Dangerous Goods)
502 Incorrectly stowed and secured
503 Incorrect weight distribution or excessive loading
504 Inadequate for shipping
505 Liquid leaking
600 Others
700 Positive Feedback

APPENDIX 9 – ABNORMAL OR WIDE LOAD MATRIX
Typical Example: Abnormal or Wide Loads are subject to the local restrictions.
Abnormal / Wide Loads
Generally Abnormal Loads exceed: Escortable abnormal loads WILL NOT BE MOVED: Abnorm al Loads NOTIFICATION:
9’ 6” or 2.9m in W IDTH 1) During the hours of darkness Escortable loads: two (2) days by phone/fax
60’ 0” or 18.3m in LENGTH 2) W hen visibility is poor Non escortable loads: one (1) day by phone/fax
16’ 6” or 5.03m in HEIGHT 3) During the “rush hour” traffic (These m ust be advised by 1600hrs.)
38,000kg in GROSS W EIGHT Non escortable abnorm al loads WILL NOT BE MOVED T HE OVER ALL WIDT H AND HEIG HT OF C ARG O M UST
as above without Police permission. INC LUDE T HE ATTAC HED LIFTING GEAR AND ANY OT HER
PR OTR UDING ITEM S .
Dim ensions Exceeding nd
Notify Police 2 Days
Special Instructions Notify Others
Width Police Escort Man Notice
9’ 6” 2.90m Yes No No 1
11’ 6” 3.51m Yes No Yes 1
12’ 6” 3.81m Yes Yes Required through Aberdeen Yes 2
13’ 6” 4.11m Yes Yes Throughout Grampian except A90 between Aberdeen and Tayside Yes 2
Up to 14’ 2” 4.30m Yes Yes Except A90 between Aberdeen and Tayside Yes 2
14’ 2” 4.30m Yes Yes Required at all tim es Yes 2
16’ 5” to 22’ 9" 5.01m to 6.96m Yes Yes VR1 required Yes Scottish Office (0131 244 4369) 7 - 14
over 22’ 9" 6.96m Yes Yes Special Order Required BE16 Yes Scottish Office (0131 244 4369) 7 - 14
Length
60’ 18.29m Yes No (STGO) Trailer and/or Projection Yes 1
61’ 2” 18.65m Yes No (CON & USE) Trailer and/or Projection Yes 1
85’ 25.91m Yes Yes Throughout Grampian except A90 between Aberdeen and Tayside Yes 2
90’ 27.43m Yes Yes Special Order Required Yes Scottish Office (0131 244 4369) 2
100’ 30.48m Yes Yes Required at all tim es Yes 2
Weight
38 Tonnes 38,000kg Yes No Unless exceptionally slow moving Roads Section
100 Tonnes 100,000kg Yes Yes Required at all tim es Roads Section 2
150 Tonnes 150,000kg Yes Yes Required at all tim es Roads Section 5
Height
BT (01604 255267)
Hydro Tel (01224 287347)
Unless overhead cables need adjustm ent
16’ 6” 5.03m Yes No Hydro Fax (01224 287988)
Hauliers to survey route
Hydro Freephone (0800 300000) ask for
supply restoration

APPENDIX 10 – USE OF TAG LINES
10.1 Introduction
In certain circumstances light, soft lines may be used to assist in the handling of
long and/or fragile items of cargo. These are often referred to as tag lines.
It must be recognised that, whilst such aids may assist operations, their use does
introduce some additional risks, as described below.
10.2 Risks
Additional risks associated with the use of tag lines include the following:
i. Potential injuries from dropped objects as a result of personnel handling
cargo having to work in closer proximity to suspended loads than would
normally be the case.
ii. Potential injuries resulting from personnel handling cargo being dragged
across the handling area, through a heavy load rotating in an uncontrolled
manner and the tag line being fouled in limbs or clothing.
iii. Potential injuries resulting from tag lines being secured to adjacent fixed
structures parting and whipping back as a result of a heavy load rotating in
an uncontrolled manner.
10.3 Mitigation of Risks

10.3.1 Make-up of Lines
Make-up of lines includes the following:
i. Tag lines must be made up from single, continuous lengths of rope.
ii. Apart from the knot attaching the line to the cargo, there must be no other
joints or knots in the line.
iii. Tag lines must be of sufficient length to allow personnel handling cargo to
work in a safe position well clear of the immediate vicinity of the load. In this
regard it is recommended that the length of the line should be not less than
one and a half (1.5) times the maximum height above the handling area at
which the arrangements will be used.
10.3.2 In Use
Whilst in use, precautions should be observed as follows:
i. Tag lines are an aid to positioning the load when landing, and as such must
only be used when weather conditions would permit the lifting of the item
without the use of such arrangements. It must not be assumed that, in
conditions more severe than this, the use of tag lines will allow the operation
to be completed safely.
ii. At all times personnel handling tag lines must work at a horizontal distance
from the load equivalent to its height above the handling area, maintaining an
angle between the line and the horizontal of not more than 45o.
iii. All sections of the line, including slack, must be kept in front of the body,
between the handler and the load.
iv. Where two or more persons are handling the same line, ALL must work on
the same side of the line. Any slack must be kept in front of the group.

v. Tag lines must be held in such a manner that they can be quickly and totally
released. They must not be looped around wrists, or other parts of the body.
vi. Particular care must be taken when using tag lines whilst wearing gloves to
ensure that the line does not foul the glove.
vii. Tag lines must not be secured or attached in any manner to adjacent
structures or equipment. This includes the practice of making a “round turn”
on stanchions or similar structures and surging the line to control the load.
viii. Where pre-installed lines are used, consideration should be given to
providing personnel with boathooks or similar equipment to retrieve the lines
without having to approach the dangerous area in the vicinity of the
suspended load. An example of such circumstances would be when lines
are attached to a load on the deck of a vessel, the load being then
transferred to an offshore installation.

CROSS INDUSTRY WORKGROUP
The cross industry workgroup consisted of members from the following companies:
ASCO plc / Oilbase Management Limited

Regent Centre
Regent Road
Aberdeen
AB11 5NS
Tel: 01224 580396 / 587044
bp
Burnside Road, Farburn Industrial Estate
Dyce
Aberdeen
AB21 7PB
Tel: 01224 832000
Seaforth Maritime Ltd

Seaforth House
York Street
Seaforth Aberdeen
AB11 5DN
Tel: 01224 288500
Shell UK Exploration and Production

1 Altens Farm Road
Nigg
Aberdeen
AB12 3FY
Tel: 01224 882000
SBS Logistics
South Esplanade East
Aberdeen
AB11 9PB
Tel: 01224 241443
Kerr McGee North Sea UK Ltd

Ninian House
Crawpeel Road
Altens Industrial Estate
Aberdeen
AB12 3LG
Tel: 01224 242000
Apache North Sea

Alba Gate
Stoneywood Park
Stoneywook Road
Aberdeen
AB21 7DZ
Tel: 08702 430724
Ramco Tubular Services Ltd

Badentoy Road
Badentoy Park
Portlethen
Aberdeen
AB12 4YA
Tel: 01224 782278

FEEDBACK
Please give your feedback on the document to enable improvements to be made.
Contact details for feedback are as follows:
Tony Littler Scott Gregor

Oilbase Management Seaforth Maritime Ltd
Regent Centre Seaforth House
Regent Road York Street
Aberdeen Aberdeen
AB11 5NS AB11 5DN
Tel: 01224 587044 Tel: 01224 288500
Fax: 01224 591544 Fax: 01224 288501
E-mail: tony@obmpeople.com E-mail: scott.gregor@seaforth-maritime.com
RECOGNITION
Many people were involved in the development and review of this document, however we
would particularly like to recognise and acknowledge the contribution of the following people:
Tony Littler ASCO/Oilbase Management

Mark Hardie BP
Derek Johnstone SBS Logistics
Tom MacDonald Shell UK Exploration and Production
Scott Gregor Seaforth Maritime Ltd
Helen Leith Oilbase Management
Andrew Nicholson RAMCO
Paul Edwards Swire Oilfield Services
Bert Mitchell Kerr McGee
Richard Abbott Apache North Sea
Alex Knight British Helicopter Advisory Board
Graham Wildgoose Bond Offshore Helicopters
Brian Stott Bristow Helicopters
Paul Stuart AFM

Guideline For Safe Packing and Handling

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Guidelines

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BRITiSH HELICOPTER ADVISORY BOARD

THE SAFE PACKING AND HANDLING

Copyright © 2005 UK Offshore Operators Association Limited

1.0 PREFACE ...........................................................................................................1

Issue 3 November 2005 i

Issue 3 November 2005 ii

Issue 3 November 2005 iii

An original workgroup comprising ASCO, BP Amoco (now BP), Gulf Offshore,

Issue 3 November 2005 1

Issue 3 November 2005 2

Issue 3 November 2005 3

4.2 Haulage Contractors

Issue 3 November 2005 4

Issue 3 November 2005 5

4.3 Logistics Service Providers

Issue 3 November 2005 6

4.4 Vessel Operators

4.5 Aircraft Operators

Issue 3 November 2005 7

4.6 Offshore Operators

Issue 3 November 2005 8

5.1 Lifting Operations

5.2 The Organisation of Lifting Operations

Issue 3 November 2005 9

5.3 Undertaking the Lifting Operation

Issue 3 November 2005 10

5.4 General Guidance

Issue 3 November 2005 12

Issue 3 November 2005 13

Issue 3 November 2005 14

6.4 General Checks for Open and Closed CCUs

Issue 3 November 2005 15

6.5 General Checks for Specialist Equipment

6.6 Packing Cargo in CCUs

Issue 3 November 2005 16

Check lifting equipment Check top surfaces

Check unit for

If stored on stony/soft surfaces

Issue 3 November 2005 17

Check top surfaces for If loaded, ensure there are

Check unit is in test Check lifting

Check unit for

Issue 3 November 2005 18

Issue 3 November 2005 19

6.12 Plate Markings and Testing - BS EN 12079 and DNV 2.7-1

DNV 2.7-1 has similar markings.

Issue 3 November 2005 20

Issue 3 November 2005 21

6.13.1 Date of Last Test/Visual Examination

Issue 3 November 2005 22

6.14 Types of CCUs

Issue 3 November 2005 23

2. Chemical Transit Tank

3. Chemical Transit Tank -

Issue 3 November 2005 24

Ensure electrical and air

Compactor Bag (Bagging