Estudio en planta piloto de la captura electropromovida de CO 2

9.3.1 CONTAINERS AND LIFTING GEAR 9.3.1.1 GENERAL

9.3.1.1.1 Owners and operators of installations are responsible for ensuring that all containers and lifting gear are correctly chosen for the purpose, in terms of type, size and load carrying capacity. Operators should have in place a testing and inspection procedure which meets the relevant regulations. This should include a visual inspection before each usage.^#

9.3.1.1.2 Every lifting appliance or piece of lifting gear used in an offshore application must be plainly marked with its Safe Working Load (SWL), Maximum Gross Weight (MGW), or Maximum Gross Mass (MGM) as applicable, as shown on the latest record of thorough examination. Lifting appliances or pieces of lifting gear must not be used by any person for any load exceeding the applicable marking thereon.

9.3.1.1.3 All certification must be fully in date at the time of use, with sufficient test period remaining, so as to prevent the container/lifting gear from being out of test offshore^#. See also ‘Cargo Operations’.

# Appendix E provides a list of documents that may be applicable in this regard

9.3.1.1.4 In the case of goods within a container, the shipper is responsible for ensuring that the load is properly secured, and the operator should have a system whereby this can be verified.

9.3.1.2 CARGO HANDLING AND SHIPPING EQUIPMENT

9.3.1.2.1 As a minimum all containers and cargo handling equipment (slings, strops, shackles, hooks etc.) must be tested, marked and examined in accordance with the relevant regulations. Current certificates for all equipment must be available.^#

9.3.1.2.2 Containers for use in the offshore industry should be approved by an authorised organisation. AMSA has authorised the following six classification societies for this purpose:

• American Bureau of Shipping (ABS;

• Bureau Veritas (BV);

• Det Norske Veritas (DNV);

• Germanischer Lloyd (GL);

• Lloyd’s Register (LR); and

• Nippon Kaiji Kyokai (NK)

9.3.1.2.3 An offshore industry container should comply with IMO Circular MSC/Circ. 860,

“Guidelines for the approval of offshore containers handled in open seas”, or other standards acceptable to AMSA..

[An “offshore container” should be taken to mean a portable unit specifically

designed for repeated use in the transport of goods or equipment to, from or between fixed and/or floating offshore installations and ships.]

9.3.1.2.4 Bulldog grips must not be used in the manufacture or length adjustment of strops or slings, but they may be used for locking purposes on pipe slings.

9.3.1.2.5 All containers, baskets, etc. should be pre-slung with a four leg ring arrangement terminating in a single ring. To assist crews on the decks of supply vessels, the lengths of the legs should, where possible, allow for the upper end of the rigging to reach within one metre of the vessels deck. This arrangement avoids the need for ships crew to climb in baskets and skips or on top of containers. Operators should be aware that employing a 5^th leg to achieve this distance removes the redundancy factor inherent in a 4 leg assembly. A tag line should be used as appropriate.

9.3.1.2.6 All shackles used should have a means for preventing inadvertent unscrewing, for example, due to vibration.

# Appendix E provides a list of documents that may be applicable in this regard

9.3.1.2.7 Container doors must be adequately secured and a means to prevent dislodging of the door securing mechanism provided, (refer to IMO Circular MSC/Circ. 860).

9.3.1.2.8 Boat shaped skips should not be used. These types of skips may become unstable and pose a serious hazard, especially in heavy seas.

All open skips must have large drain holes or gratings to prevent water collecting from rain or seas.

Open cargo baskets containing loose equipment or rubbish should be provided with safety nets or covers to retain the contents. Care should be taken to prevent them being overloaded, particularly when scrap metal or shot blasting materials are stowed within.

Palletized cargo must be strapped and/or wrapped securely so that bags cannot fall from the pallet.

Intermediate Bulk Containers [IBC’s], used for the transportation of dangerous goods should meet the requirements of the IMDG Code, including construction, periodical inspection and certification.

Certain packing group materials require that the IBC be provided with secondary protection. This can be provided by placing the IBC within an appropriate closed transport unit.

It should be noted that the lifting arrangements provided on IBC’s may not be suitable for the dynamic lifting forces experienced with offshore supply vessel lifts.

Utilisation of offshore containers and lifting frames, regardless of the packing group requirements, is recommended when handling IBC’s.

The vessel's owner must have in place a system for testing, inspection and recording of cargo lashing equipment. This should include frequent visual inspection and annual sample batch testing of the equipment by a competent person.

The Master has the authority to carry out random inspections and if such an inspection of any container reveals inadequate stowing, lashing or securing arrangements, inadequate marking/labelling of dangerous goods or marine pollutants, or the Master is in any doubt as to the safety status of the container, then the Master has a right to refuse it.

Operators should ensure that as much cargo as practicable is containerized to allow safer stowage and securing on deck.

Refrigerated containers should be inspected regularly to ensure that the equipment is functioning properly and that its condition does not present a hazard (electrical or otherwise) to ships’ crews.

9.3.2 PORTABLE TANKS

9.3.2.1 Portable tanks must be properly tested and certified for the material that they are to carry and be provided with adequate securing points to enable the crew to properly lash the tanks.

9.3.2.2 Slings (with current certification) should be of the four leg type, shackled into the frame at the top and long enough to reach the deck of the vessel to avoid the crew climbing atop the tank to disconnect/connect from the crane.

9.3.3 CONTRACTORS’ EQUIPMENT AND MACHINERY

9.3.3.1 Contractors’ equipment is often of an irregular size, shape and weight. It is important that this cargo is slung so that it is lifted horizontally and lands flat on the deck.

9.3.3.2 Current certification must be provided to the shipper by the contractor for slings and lifting gear that is permanently attached to the equipment or is otherwise provided by the contractor who owns the equipment.

9.3.3.3 Slings must also be long enough to easily reach the deck for connection/disconnection.

9.3.3.4 Machinery oil drip trays must be emptied and cleaned prior to loading on a vessel to prevent pollution and the hazards associated with slippery decks from overflowing drip trays.