1160 - Manual On Loading And Unloading Of Solid Bulk Cargoes For Terminal Representatives

MSC/Circ.1160

Manual on loading and unloading of Solid Bulk Cargoes for terminal representatives

1. The Maritime Safety Committee (MSC), at its seventy-sixth session, in considering the Report of the Working Group on Bulk Carrier Safety concerning the issue of the risk control options for the improvement of the ship/terminal interface for bulk carriers noted the need to harmonize training programmes for terminal personnel worldwide.
   
   
2. The Maritime Safety Committee, at its seventy-sixth session, further noted that the above concern could be addressed by the application of the Code of Practice for the Safe Loading and Unloading of Bulk Carriers(BLU Code) and that the risk control options in the Manual on loading and unloading of solid bulk cargoes for terminal representatives under development would address the concerns referred to above.
   
   
3. The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004), agreed that the application of the BLU Code would address the concerns on risk control options above and urges Member Governments, shipowners, ship operators and terminals to apply the guidance contained therein.
   
   
4. The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004), agreed to continue the development of the Manual on loading and unloading of solid bulk cargoes for terminal representatives, taking into account the guidance in the IBTA guidelines for terminal representatives at ship/shore interface, when
   finalizing the Manual.
   
   
5. The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), approved the Manual on loading and unloading of solid bulk cargoes for terminal representatives set out in the annex and agreed that the application of the guidance contained therein would address the concerns on risk control options and urged Member Governments, shipowners, ship operators and terminals to apply the guidance contained therein.
   
   
6. Member Governments are invited to implement the BLU Code and to bring the annexed Manual on loading and unloading of solid bulk cargoes for terminal representatives, to the attention of terminals, shipowners, ship operators, shipmasters, shippers, receivers and other parties concerned.

Ingangsdatum: 16-05-2005

MSC/Circ.1160

Manual on loading and unloading of Solid Bulk Cargoes for terminal representatives

1. The Maritime Safety Committee (MSC), at its seventy-sixth session, in considering the Report of the Working Group on Bulk Carrier Safety concerning the issue of the risk control options for the improvement of the ship/terminal interface for bulk carriers noted the need to harmonize training programmes for terminal personnel worldwide.
   
   
2. The Maritime Safety Committee, at its seventy-sixth session, further noted that the above concern could be addressed by the application of the Code of Practice for the Safe Loading and Unloading of Bulk Carriers(BLU Code) and that the risk control options in the Manual on loading and unloading of solid bulk cargoes for terminal representatives under development would address the concerns referred to above.
   
   
3. The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004), agreed that the application of the BLU Code would address the concerns on risk control options above and urges Member Governments, shipowners, ship operators and terminals to apply the guidance contained therein.
   
   
4. The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004), agreed to continue the development of the Manual on loading and unloading of solid bulk cargoes for terminal representatives, taking into account the guidance in the IBTA guidelines for terminal representatives at ship/shore interface, when
   finalizing the Manual.
   
   
5. The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), approved the Manual on loading and unloading of solid bulk cargoes for terminal representatives set out in the annex and agreed that the application of the guidance contained therein would address the concerns on risk control options and urged Member Governments, shipowners, ship operators and terminals to apply the guidance contained therein.
   
   
6. Member Governments are invited to implement the BLU Code and to bring the annexed Manual on loading and unloading of solid bulk cargoes for terminal representatives, to the attention of terminals, shipowners, ship operators, shipmasters, shippers, receivers and other parties concerned.

00 Foreword

Foreword

1. In response to the continuing loss of ships carrying solid bulk cargoes - sometimes without trace and with heavy loss of life - the Code of Safe Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) was developed by IMO as one of a number of measures to enhance the operational and structural safety of bulk carriers. It was adopted as a recommendatory instrument by the International Maritime Organization's Assembly at its twentieth session in November 1997.
   
   
2. Possible stress and damage imposed by cargo handling throughout the life of a ship was considered to be a possible contributory cause of structural failure of bulk carriers leading to casualties and losses. The purpose of the BLU Code, therefore, is to provide guidance to ship masters of bulk carriers, terminal operators and other parties for the safe handling, loading and unloading of solid bulk cargoes.
   
   
3. To augment the BLU Code, the Manual on Loading and Unloading of Solid Bulk Cargoes for Terminal Representatives (BLU Manual) is intended to provide more detailed guidance to Terminal Representatives (as defined in the BLU Code) and others involved in the handling of solid bulk cargoes; including those responsible for the training of personnel.
   
   
4. It should be noted that in this Manual, a reference to an appendix is a reference to an appendix in the BLU Code and a reference to an annex is to an annex in this Manual.
   
   
5. Further guidance on the safe loading and unloading of solid bulk cargoes is contained in the following publications: "Bulk carriers, Handle with Care", IACS Ltd. 1998, 36 Broadway, London SW1H 0BH, United Kingdom, Tel: [phone], Fax [phone], E-mail: [e-mail], Website: www.iacs.org.uk; "The Loading and Unloading of Solid Bulk Cargoes, ICHCA International Ltd., Suite 2, 85 Western Road, Romford,
   Essex, RM1 3LS, United Kingdom, Tel: [phone], Fax: [phone],
   E-mail: [e-mail].
   

01 Introduction

Introduction

1. The BLU Code applies to the loading and unloading of solid bulk cargoes, to or from bulk carriers of more than 500 gross tonnage. The BLU Code does not apply to: Ships which are not bulk carriers, by definition, ships which are loading, carrying or unloading grain and ships which are being loaded or unloaded using shipboard equipment only.
   
   
2. The guidance in this Manual is intended to complement the BLU Code by providing guidance on good practice, regardless of ship size, terminal capacity or cargo quantity. This should assist terminal representatives to implement the Code.
   
   
3. Although this Manual is written primarily in the context of the operation of major bulk terminals operating ship loaders and unloaders, smaller bulk facilities and non specialist terminals may also load and/or unload solid bulk cargoes by grabs, conveyors, chutes or even directly from vehicles etc. Not all the guidance in the Manual may be appropriate to such smaller terminals and facilities and the ships they serve but the general principles should still apply and be followed.
   
   
4. The guidance in this Manual is intended primarily to assist Terminal Representatives to understand the key issues to be dealt with at the interface between the ship and the terminal. It should also assist relevant ships' personnel to understand the issues involved from the terminal's perspective.
   
   
5. It should be noted that in this Manual, a reference to an appendix is a reference to an appendix in the BLU Code and a reference to an annex is to an annex in this Manual.
   

02 Layout of guidelines

Layout of guidelines
The Guidelines have been written so that the left hand column contains the specific language of the BLU Code, and the right hand column contains the guidelines for the Terminal Representative. These guidelines are further expanded as necessary in the attached annex.

Definitions
Definitions contained in the BLU Code are on page 6.  In  addition, the following definitions
refer to a number of other expressions used in these Guidelines.

• "BLU Code" means the Code of Practice for the Safe Loading and Unloading of Bulk Carriers, as contained in the annex to IMO Assembly resolution A.862(20) of 27 November 1997.
  
  
• "Bulk carrier" means a ship which is constructed generally with single deck, top-side tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as ore carriers and combination carriers¹.
  
  
• "Cargo air draught" means the distance from the surface of the water to the lowest point of the loader or unloader when in a fully raised position.
  
  
• "Dry or solid bulk cargo" means any material, other than liquid or gas, consisting of a combination of particles, granules, or any larger pieces of material, generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment.
  
  
• "Terminal" means any fixed, floating or mobile facility equipped and used for the loading and/or unloading of bulk cargo. The term includes that part of a dock, pier, berth, jetty, quay, wharf or similar structure at which a ship may tie up.
  
  
• "Shipper/receiver" means any person in whose name or on whose behalf a contract of carriage of goods by sea has been concluded, or on whose behalf the goods are delivered to or received from the ship in relation to the contract of carriage by sea.
  
  
• "Stowage factor" is the number of cubic metres which one tonne of the material will occupy.

---

¹Refer to resolution MSC.79(70) relating to interpretation of provision of SOLAS chapter XII on additional safety measures for bulk carriers.

Annex 1 Pre-Arrival Ship/Shore Exchange Of Information

Ingangsdatum: 16-05-2005

An example of a bulk carrier ship/shore exchange of information

The table below indicates only an example and format for the exchange of information.  Terminal mayrequireadditionalinformation,especiallyinthecase ofpart-loadedshipsandcombination carriers  (further  details  of  information  to  be  exchanged  may  be  found  in  section  3  of  the BLU Code).  The table may be modified as appropriate by individual terminals.

 

    

Information  to  be  provided  by  the  master   to  the  terminal  in accordance  with  relevant IMO guidelines regarding the Safe Loading and Unloading of Bulk Carriers .

 

	INFORMATION	RESPONSE
1	Ship Name Call Sign /IMO Number / Flag Port of Registry	Name  ................................................ Call Sign........................................... IMO No.  ........................................... Flag................................................... Port of Registry ................................
2	ETA Sea Pilots	Date  .................................................. Time  .................................................
3	Unloading     Plan/Cargo     Distribution      or Loading Plan	Please attach proposed plan.
4	Arrival  draughts  and  proposed  departure draughts	Arrival:             Foreward ....../Aft ...... Departure:        Foreward ....../Aft ......
5	Time required for ballasting/deballasting
6	Ship's LOA / Beam/Displacement Workinglengthfromforwardcoamingof No.1 hatch to aft coaming of aft hatch	LOA  ......................................metres Beam  .....................................metres Displacement.........................tonnes Workinglength  .....................metres
7	Gangway If  shore  gangway  is  provided,  can  ship provide  secure  landing  place,  safety  net and bulwark ladder?
8	iDstance fromwaterline to hatch coaming
9	Number and kind of mooring lines Number  of  enclosed  fairleads  foreward and aft
10	Trimming requirements

 

	Example  of  Checklist  to  Show  Suitability  for  Loading/Unloading  Solid  Bulk Cargoes
		Masterís Comments
1	Cargo  holds  and  hatch  openings  are  suitable  for cargo operations
2	Holds   are   clearly   numbered   on   hatch   covers/ coamings
3	Hatch  covers,  hatch  operating  systems  and  safety devices are in good operational condition
4	Listindicationlights,iffitted,havebeentestedprior to arrival and are operational
5	If  applicable,  loading  instrument  is  certified  and operational
6	Propulsion/auxiliary         machinery       is      in      good operationalorder
7	Mooring equipment is in good functional order
	Signed: Master	Date:

ExampleofinformationtobeprovidedbytheTerminaltotheMasterinaccordancewithrelevant IMO guidelines regarding the Safe Loading and Unloading of Bulk Carriers . This may bemodified as appropriate by individual terminals.

 

	INFORMATION	RESPONSE
1.0 1.1 1.2	Name of Berth to be used Which side alongside Estimated time of berthing Estimated time of completion	No.1 Berth No.2Berth 1.Berthing time................................... 2.Estimated completion time: .............
2.0	Unloading Equipment	1.  Number of unloaders .............. 2.  Nominal Rate .......................... 3.  Estimated times for each stage of unloading to be agreed on arrival. 4.  Cargo Air Draught of Unloaders ......
2.1	Loading Equipment	1.  Number of Loaders 2.  Expected Rate No.1 Berth: 3.  Expected Rate No.2 Berth: 4.  Estimated times for each stage of loading to be agreed on arrival. 5.  Cargo Air Draught of Loaders ..............
3.0 3.1	Minimum depth of Water alongside departure draughts Water Density	No.1 Berth : ......................................m No.2 Berth : ..................................... m Ships arriving on max. draughts to plan unloading so ship raises on even keel for first 12 hours. Depending on tide and weather.
4.0	Depths in Approach and Departure Channels	Adequate at all times for all ships. Berthing times restricted as follows: No.1 Berth ................................................. No.2 Berth ................................................
4.1	Maximum allowable docking speed	m/sec
5.0	Pilotage Anchorage (Pilot Station VHF)	Pilots normally board at ............................. Ships awaiting a berth normally proceed direct to the ..............................................................Anchorage.
6.0	Maximum distance from waterline to top of hatch coaming	Ships loading : ..................................metres Ships unloading: ...............................  metres
7.0	Arrangements for gangways and access
8.0 8.1	Tugs: Line Boat Available	Number available: ...................................... Number normally required:....................Type Yes/No
8.0 8.1	Tugs: Line Boat Available	Number available: ...................................... Number normally required:....................Type Yes/No

 

	INFORMATION	RESPONSE
9.0	Main Engine Immobilization alongside	No.1 Berth: Immobilization permitted/not permitted No.2 Berth: Immobilization permitted/not permitted
10.0	Grades of cargo to beloaded	Product A: ................................tonnes Stowage factor on loading .................. Product B: .................................tonnes Stowage factor: ................................... Etc. etc.
11.0 11.1	Any advance information on proposed loading/unloading operations 1. Loading Plan 2. Unloading Plan	Draught Survey: Ships arriving to load should preferably have ballast tanks either fully pressed up or empty. Slow Deballasting: loading continues at normal rate until ship requests loading stop. 1.  The Terminal¿s preferred options are:
12.0	Travel limits of Terminal equipment	Maximum working distance from foreward end No.1 hatch to aft end of aft hatch: No.1 Berth Unloader: ................ metres No.1 Berth Loader: ................... metres No.1 Berth Unloader: ...............  metres No.1 Berth Loader: ................... metres
13.0	Mooring Arrangements:	Number of headlines or sternlines/breasts/springs:
14.0	Unusual mooring requirements	Number of headlines or sternlines/breasts/springs:

Signed: Terminal Representative

Date:

Annex 2 Avoidance Of Damage During Cargo Handling

Ingangsdatum: 16-05-2005

The traditional design and configuration of single-side skin bulk carriers presents obstacles to safe and efficient cargo handling, especially discharge with grabs. The usual types of damage that occur during grab discharge operations are grab and payloader damage in the holds, damage to hatch coamings and covers, and damage to deck fittings and equipment. Grab damage in the holds can be classified into three categories:

 

1. Damage to ladders or coamings during free digging.
   
   
2. Damage to frames and hopper side during the second phase of digging.
   
   
3. Damage to the tank top during the third phase of digging.
   
   

	Procedure	Keypoint
1	Prevention of damage to ladders .1  When free digging the Operator should: .1.1 Check for the location of sloping ladders with intermediate platforms extending into the hold space, check if it is going to the outboard or inboard side, and check for the location of platforms. .1.2 Check location of vertical ladders and look out for intermediate platforms. .1.3 Work carefully across each end of the hold in turn, keeping clear of the ladders until the cargo falls away and the handrails and intermediate platforms can be seen.	Ladder may be buried under the cargo with only the top section visible. Grab may topple over and strike the ladder, so make due allowances.
2	Prevention of damage to hoppers and sides frames during 2nd phase Grab evenly over the full area of the hold to avoid development of steep banks in the wings. Do not pendulum swing the grab into the wings so that it could strike the ship's side shell frames. Keep the grab straight and parallel to the ship's side. Do not land the grab on the hopper side where bare steel is visible. Do not attempt to land the grab close to the foreward and after bulkheads, as there may be an outward sloping stool plate under the cargo.	Grab from the highest point of the cargo at all times. Any damage to the frames may affect the seaworthiness of the ship, and has to be reported to the master. Avoid swinging the grab in at an angle, as the corner of the grab may strike the hopper tank first. This will cause heavy indents or puncture holes in the tank plate. (see Figures A & B)
3	Prevention of damage to inner bottom plating (tanktop) - 3rd phase Lower the grab carefully and evenly on to the tank top. Never drop the grab at speed.	Be particularly careful where there are mounds of cargo on the tank top. One side of the grab will land safely on the cargo but the other side may drop corner first on to bare steel. If it lands heavily it can puncture the tank top.
4	Prevention of damage to hatch coamings and covers The operator should always check along the line of hatches that the covers are completely opened clear of the coaming. The travel of the grab into the hold should be controlled so that the grab and the grab trolley are in line as the grab is moving out and down into the hold. This will ensure that the swing is under control at all times. When working in the wings the grab trolley should be positioned so that the grab ropes and the grab itself are raised clear of the coaming.	This is caused by grab or rope contact with the coamings or covers. Ship's crew may: Leave covers slightly closed over the top of the coaming to prevent spillage getting into the drain channels. Fail to secure the open covers in place, which can allow them to roll closed. Always be aware that the ship can move in or out, fore and aft, and up and down due to wind, tide, movement of cargo and ballast, or crew adjusting mooring ropes. Raising or lowering the grab close to the coaming may result in the grab or the grab rope shackles catching on the lips of the hatch cover. This will result in the cover being lifted and dropped heavily, causing major damage to the coaming, the cover and the cover drive mechanism. Damage to the cross-joint sealing arrangement could also occur.
5	Prevention of damage by payloader to bottoms of ladders, stool plates and bulkheads - 4th phase In co-ordination with the master, the operator should be informed of: Location of the bottoms of ladders. Location of any pipes or pipe guards. Location of bilge covers plates.	Payloader drivers should: Operate carefully around ladders and projections. Remove material manually where necessary. Avoid grinding the corners of the payloader bucket along the bottom of the bulkheads and hopper tanks, as this kind of heavy pressure can cause unseen damage. The master should point out the position of any obstructions on the tank top. On some ships the locations of bilge cover plates are marked by a line of paint on the bulkhead.
6	Prevention of damage to deck fittings and equipment   Before travelling the unloader to a new location. Check that the grab is well clear of all deck fittings and equipment before moving. Check that it is clear for the unloader to long travel. When working close to the bridge front or foremast make due allowances for aerials and other obstructions to the unloader boom and keep well clear.	Geared Ships: Derrick and crane jibs not in use should be lowered below the level of the unloader boom. As the ship rises up as the cargo is unloaded, the unloader operator should always check that there is safe clearance over all obstructions before attempting to move the unloader. The unloader boom should always be raised before moving if there is any doubt.
7	Error inducing conditions The following conditions may lead to operator error or misjudgement: Overfilled or unevenly filled holds having ladders and platforms buried under the cargo. Environmental conditions - poor lighting, dust, glare, fog. Mechanical or control problems on the unloader - faulty grab controls, slipping winch brakes, slipping long travel brakes. Poor working conditions such as poor conditions in the operator cab, faulty indicators, inadequate means of communications with ship and/or co-workers, faulty seat, dirty windows.	Never grab from the foreward and aft ends of the holds without being sure of where the ladders are. Do not work unless the cargo in the hold is clearly visible. All equipment faults should be reported to the terminal representative or relevant maintenance person immediately. Unloader operation is a demanding job that requires concentration and care. Deficiencies and problems that distract the operator should be rectified immediately.

Figure A (Section view)

Sides of grab when "across-ship" increase the risk of point impact damage to hopper and tank top and this is more likely to happen when the grab is at an angle with the ship as it impacts with the hopper.

 

Figure B (Plan view)

Sides of grab when parallel to ship's side impact more evenly distributed on hopper, but pose more risk to stool plate 

Annex 3 Repair Of Damage Incurred During Loading And Unloading

Ingangsdatum: 16-05-2005

 

                       Guidelines for terminal representatives in responding to damage incidents

 

	Procedure	Key point
1	Reporting   Inconsultationwiththemaster ,reportthedamagetothe relevant authorities as described in the BLU Code.
2	Inspection Procedure   1)   Inspect damaged area together withmaster . 2)   Lookforsignsoffreshmetalorfreshlybrokenwelds in the impact area. 3)   Measure/estimate  the  damaged  area,  and  length  and depth of any indents. 4)   Checkforsignsofpreviousdamagei.e.rustedbroken welds or rusted indents.	Equipment required: notebook, torch,camera, measuring tape.
3	Minor Scrapes and Indents   1)   Photographtherequiredrepair and estimate the cost. 2)   Arrange for repairs if necessary, safe and practicable.	Alternatively agree amutually acceptablemeansof resolving the issue     with the    Ship's master .      Ensure   that   such agreement isfully documented
4	Damage  to  ladders,  handrails,  steps  which  cause  safety problems   In  consultation  withmaster   and  attending  representative from  the  relevant  authority,  arrange  for  repairs  to  be carried out by a competent contractor.
5	Serious Damage   This  includes  holes  in  tank  tops  or  wing  tanks,  hatch coaming  or  hatch  cover  damage,  or  damage  to  decks  or fittingsessentialtomaintainingtheseaworthinessofthe ship.   Repairs  will  have  to  be  carried  outin  accordance with the requirements ofthe relevant authorities.	Normally     the Ship's Classification Society surveyor will be called in.

 

6	Requirements/Procedure   Inordertoavoidorminimizeanydelaystotheship,the terminal or the specialist repair contractor should have:   1)   Steel  plate  of  suitable  grade  and  size  for  ship  repair available: 2)   A list ofqualified welders, with certificates available.	Plates  of  12,  16  mm,  18mm, or    20mm     grade    50D   (or BS 4360/43   D   or   E)   steel, complete   with   relevant   mill certificates     will     meet    most requirements. Have   a   list   of   the   type   of welding rods used.
7	Work Method   Carryouttherepairinaccordancewiththeprocedureand method  specified  by  the  surveyor.       The  following  key points will normally have to be observed:   1)   Ensureappropriateconfinedspaceentryandhotwork procedures  are  followed  before  personnel  begin  any activities. 2)   Whererepairtoahatchcoverisrequired,itshouldbe positively  secured  in  position,  and  the  edges  of  the hatch cover cordoned off.	Have    a    competent     person carry  out  an  atmosphere  test on    thetank    for      explosive vapours/oxygen         deficiency before             doing             any welding/burningortankentry. Ensure     gas  detector       is properlycalibrated.
8	Signing Damage Report Forms   All damage reports should be signed and acknowledged.   1)   Where  the  damage  is  repaired,  ensure  the  master provides  appropriate  documentation  acknowledging that the repair was completed to his satisfaction. 2)   Ifdamagecannotberepaireddulynoteestimatedcost ontheform,andattachsignednotesoftheagreement reached  with  the  master   for  the  completion  of  the repairs at another port or ship repair facility	Ineventofclaimsfordamage which  did  not  occur  at  this terminal:Recordintermssuch asìindispute,olddamage,did not   occur   at   this   terminalî. Acknowledge      for     ìreceipt onlyî.   Where     major      damage     is concerned       the       Terminal should   appoint   a   competent independentsurveyortoacton its behalf.

Annex 4 Training Of Terminal Personnel Involved In Loading And/Or Unloading Bulk Carriers

Loader/unloader operator training should include:

 

1.         Thegeneralhazardsofloadingand/orunloadingBulkCarriers(ref.BLUCode(Codeof PracticefortheSafeLoadingandUnloadingofBulkCarriers) and BC Code(Codeof Safe Practice for Solid Bulk Cargoes))

 

2.         The dangerous effect improper loadingand/or unloading can have on a ship. Practical aspects to be included in the training should include:

·       TheBLUCodesothattheyunderstandandappreciateboththeobligationsitplacesontheir terminal,  and  the  limitations  of  the  ships  the  terminal  personnel  are  loading  and/or unloading.

 

·       The correct operating instructions for the ship loader orunloader theyare operating.

 

·       A  basic  understanding  of  the  mechanical  and  electrical  components  of  the  loader  and/or unloader  such  as  travel  drives,  braking  arrangements,  ropes  and  rope  care,  grab/trolley winches, conveyors, operating and wind limits, stormanchoring.

 

·       Emergencyproceduressuchasfireonship,terminal,orloaderand/orunloader;mooring incidents, emergency stops.

 

·       Thecorrecttechniquesandpatternstobeusedtoloadorunloadaship,dependingonthe type of and number of loaders or unloaders being used.

 

To load a ship:

 

Loader operators should have anappropriate understanding of how to:

 

·       Distributethecargoineachholdinaccordancewiththeagreedcargoplantoensurethe ship remains upright, and is neither stressed nor twisted.

 

·       Ensure  no  hold  is  overloaded  or  overfilled,  and  that  the  ship  can  be  safely  trimmed  on completion.

 

·       Ensure loading efficiency is maximized, asper the agreed loading/deballasting plan.

 

·       Ensure safety and environmental protection procedures are followed.

 

·       Ensure  that  good  communications  are  maintained  between  the  loader  operator  and  the designated Ship's officer, and between master and terminal representative .    

 

 

 

 

To unload a ship:

 

Unloader operators should have an appropriate understanding of how to:

 

·       Unloadthecargofromeachholdinaccordancewiththeagreedunloadingplantoensure that the ship remains upright and is not stressed or twisted.

 

·       Removethecargofromtheholdsbyeithergraborcontinuousunloaderinamannerthat minimizes the risk of damage to the Ship's structure.

 

·       Ensure  that  good  communications  are  maintained  between  the  unloader  operator  and  the designated Ship's officer, and between master and terminal representative .

 

·       Assesstherisksarisingfromcargostickinginframesandonhoppersidesandfacilitate,if possible,itssaferemovalwithoutrisktothesafetyofterminalpersonnelandShip'screw members, or risk of damage to ship.

 

Terminal representative training

 

The terminal representative should:

 

1.         Haveathoroughunderstandingoftheunderlyingprinciplesrelatedtotheloadingand/or unloading of bulk carriers as described in the BLU Code.

 

2.         Know how to implementallaspects of the BLU Code.

 

3.         Understand  and  manage  the  ship/shore  interface  in  relation  to  the  operations  and limitations  of  the  terminal,  its  cargo  handling  equipment  and  procedures,  the  planning, control  and  monitoring  of  cargoes,  relevant  properties  of  the  cargoes  being  handled, berthing/mooring operations and emergency procedures.

 

Thetraining,assessmentandcertificationoftraineesshouldbecarriedoutbycompetentpersons within the framework of existing training standards and national healthand safety legislation.

 

Ingangsdatum: 16-05-2005

Geldig tot en met: 04-02-2007

Loader/unloader operator training should include:

 

1.         Thegeneralhazardsofloadingand/orunloadingBulkCarriers(ref.BLUCode(Codeof PracticefortheSafeLoadingandUnloadingofBulkCarriers) and BC Code(Codeof Safe Practice for Solid Bulk Cargoes))

 

2.         The dangerous effect improper loadingand/or unloading can have on a ship. Practical aspects to be included in the training should include:

·       TheBLUCodesothattheyunderstandandappreciateboththeobligationsitplacesontheir terminal,  and  the  limitations  of  the  ships  the  terminal  personnel  are  loading  and/or unloading.

 

·       The correct operating instructions for the ship loader orunloader theyare operating.

 

·       A  basic  understanding  of  the  mechanical  and  electrical  components  of  the  loader  and/or unloader  such  as  travel  drives,  braking  arrangements,  ropes  and  rope  care,  grab/trolley winches, conveyors, operating and wind limits, stormanchoring.

 

·       Emergencyproceduressuchasfireonship,terminal,orloaderand/orunloader;mooring incidents, emergency stops.

 

·       Thecorrecttechniquesandpatternstobeusedtoloadorunloadaship,dependingonthe type of and number of loaders or unloaders being used.

 

To load a ship:

 

Loader operators should have anappropriate understanding of how to:

 

·       Distributethecargoineachholdinaccordancewiththeagreedcargoplantoensurethe ship remains upright, and is neither stressed nor twisted.

 

·       Ensure  no  hold  is  overloaded  or  overfilled,  and  that  the  ship  can  be  safely  trimmed  on completion.

 

·       Ensure loading efficiency is maximized, asper the agreed loading/deballasting plan.

 

·       Ensure safety and environmental protection procedures are followed.

 

·       Ensure  that  good  communications  are  maintained  between  the  loader  operator  and  the designated Ship's officer, and between master and terminal representative .    

 

 

 

 

To unload a ship:

 

Unloader operators should have an appropriate understanding of how to:

 

·       Unloadthecargofromeachholdinaccordancewiththeagreedunloadingplantoensure that the ship remains upright and is not stressed or twisted.

 

·       Removethecargofromtheholdsbyeithergraborcontinuousunloaderinamannerthat minimizes the risk of damage to the Ship's structure.

 

·       Ensure  that  good  communications  are  maintained  between  the  unloader  operator  and  the designated Ship's officer, and between master and terminal representative .

 

·       Assesstherisksarisingfromcargostickinginframesandonhoppersidesandfacilitate,if possible,itssaferemovalwithoutrisktothesafetyofterminalpersonnelandShip'screw members, or risk of damage to ship.

 

Terminal representative training

 

The terminal representative should:

 

1.         Haveathoroughunderstandingoftheunderlyingprinciplesrelatedtotheloadingand/or unloading of bulk carriers as described in the BLU Code.

 

2.         Know how to implementallaspects of the BLU Code.

 

3.         Understand  and  manage  the  ship/shore  interface  in  relation  to  the  operations  and limitations  of  the  terminal,  its  cargo  handling  equipment  and  procedures,  the  planning, control  and  monitoring  of  cargoes,  relevant  properties  of  the  cargoes  being  handled, berthing/mooring operations and emergency procedures.

 

Thetraining,assessmentandcertificationoftraineesshouldbecarriedoutbycompetentpersons within the framework of existing training standards and national healthand safety legislation.

 

Annex 4 Training of terminal personnel involved in loading and/or unloading bulk carriers

Loader/unloader operator training should include:

 

1.         Thegeneralhazardsofloadingand/orunloadingBulkCarriers(ref.BLUCode(Codeof PracticefortheSafeLoadingandUnloadingofBulkCarriers)  BC Code(Codeof Safe Practice for Solid Bulk Cargoes) ), and the Internation Grain Code, as appropriate

 

2.         The dangerous effect improper loadingand/or unloading can have on a ship. Practical aspects to be included in the training should include:

·       TheBLUCodesothattheyunderstandandappreciateboththeobligationsitplacesontheir terminal,  and  the  limitations  of  the  ships  the  terminal  personnel  are  loading  and/or unloading.

 

·       The correct operating instructions for the ship loader orunloader theyare operating.

 

·       A  basic  understanding  of  the  mechanical  and  electrical  components  of  the  loader  and/or unloader  such  as  travel  drives,  braking  arrangements,  ropes  and  rope  care,  grab/trolley winches, conveyors, operating and wind limits, stormanchoring.

 

·       Emergencyproceduressuchasfireonship,terminal,orloaderand/orunloader;mooring incidents, emergency stops.

 

·       Thecorrecttechniquesandpatternstobeusedtoloadorunloadaship,dependingonthe type of and number of loaders or unloaders being used.

 

To load a ship:

 

Loader operators should have anappropriate understanding of how to:

 

·       Distributethecargoineachholdinaccordancewiththeagreedcargoplantoensurethe ship remains upright, and is neither stressed nor twisted.

 

·       Ensure  no  hold  is  overloaded  or  overfilled,  and  that  the  ship  can  be  safely  trimmed  on completion.

 

·       Ensure loading efficiency is maximized, asper the agreed loading/deballasting plan.

 

·       Ensure safety and environmental protection procedures are followed.

 

·       Ensure  that  good  communications  are  maintained  between  the  loader  operator  and  the designated Ship's officer, and between master and terminal representative .    

 

 

 

 

To unload a ship:

 

Unloader operators should have an appropriate understanding of how to:

 

·       Unloadthecargofromeachholdinaccordancewiththeagreedunloadingplantoensure that the ship remains upright and is not stressed or twisted.

 

·       Removethecargofromtheholdsbyeithergraborcontinuousunloaderinamannerthat minimizes the risk of damage to the Ship's structure.

 

·       Ensure  that  good  communications  are  maintained  between  the  unloader  operator  and  the designated Ship's officer, and between master and terminal representative .

 

·       Assesstherisksarisingfromcargostickinginframesandonhoppersidesandfacilitate,if possible,itssaferemovalwithoutrisktothesafetyofterminalpersonnelandShip'screw members, or risk of damage to ship.

 

Terminal representative training

 

The terminal representative should:

 

1.         Haveathoroughunderstandingoftheunderlyingprinciplesrelatedtotheloadingand/or unloading of bulk carriers as described in the BLU Code.

 

2.         Know how to implementallaspects of the BLU Code.

 

3.         Understand  and  manage  the  ship/shore  interface  in  relation  to  the  operations  and limitations  of  the  terminal,  its  cargo  handling  equipment  and  procedures,  the  planning, control  and  monitoring  of  cargoes,  relevant  properties  of  the  cargoes  being  handled, berthing/mooring operations and emergency procedures.

 

Thetraining,assessmentandcertificationoftraineesshouldbecarriedoutbycompetentpersons within the framework of existing training standards and national healthand safety legislation.

 

Annex 5 Hazards

Ingangsdatum: 16-05-2005

                             

 

Terminal representatives shouldbeawarethatthefollowinghazardsmaybeencounteredatthe ship/shore interface during the loading and/or unloading of Solid Bulk Cargoes.

 

 

Hazard	Possible sources or causes
Fall fromheights	·    Gangways  ñ  typical  Bulk  Carrier  gangways  are  unsuitable  and unsafe for use at many bulk terminals. ·    Inadequate fencing of open holds and dangerous edges. ·    Accessing/egressing Ship's holds. ·    Removing  cargo  from  stairs,  ladders  and  side  frames  in  Ship's holds. ·    Working on top of hatch covers. ·    Weather conditions and tidal movements.
Movingequipmentand vehicles	·    Movement of ship loaders and/or unloaders. ·    Movement of mobile plant on terminal: -     Payloaders, skid steer loaders, tractors and trailers -     Cars, trucks and lorries -     Cranes and lift trucks. ·    Operation of mobile plant in ships'holds. ·    Inadequate   barriers   at   terminal   edges   where   mobile   plant   is operating.
Falling objects	·    Lifting and suspension of grabs. ·    Material falling fromgrabs. ·    Personnel on deck walking under the grab. ·    Liftingandsuspensionofmobileplantfromterminaltoshipand fromhold to hold. ·    Lifting and suspension of loading chutes, spouts and arms. ·    Liftingandsuspensionofweldingandotherequipmentintoholdto carry out damage repairs. ·    Cargoesfallingfromships'holdstructures,frames,beams,ledges and ladders. ·    Personnelloweringorraisingequipmentinandoutofholdswith personnel still at work underneath. ·    Personnelmonitoringcargooperationsstandingtooclosetowhere grab  is  working,  and  at  risk  of  being struck by grab, or by a breaking grab rope.
Slips, trips and falls	·    Wetorslipperysurfacefromice,cargooroilspillageonshipor terminal. ·    Badly stowed ropes, hoses and equipment on ship or terminal. ·    Unmarked  obstacles  on  Ship's decks  such  as  manhole  covers, securing eyes, safety stanchion sockets. ·    Climbingandworkingonandaroundlooseandunstablematerial in Ship's holds. ·    Personnel handling Ship's stores on terminal edge.

 

 

Hazard	Possible sources or causes
Fire or explosion	Dust created by certain cargoes may constitute an explosion hazard. Flammable gases emitted by certain bulk cargoes may give rise to a fire or explosion hazard. Incompatible materials which may react dangerously. Materials liable to spontaneous combustion. Bunkering operations. The use and refuelling of mobile plant in ships' holds. Smoking and the use of naked flames. Hot work. Combination carriers including holds, pumps and pipelines not gas free when unloading dry bulk, or with slop tanks or wing tanks not inerted.
Hazardous substances	Dangerous goods. Cargoes liable to oxidation, oxygen reduction and emission of toxic fumes, particularly when wet. Cargoes corrosive to skin and eyes, and to ships structures, particularly when wet. Cargoes liable to cause oxygen depletion e.g. metals, vegetable/fruit products, forest products. Accumulation of dangerous gases in cargo spaces or in adjacent spaces. Failure to observe Confined Space Entry and Atmospheric Testing procedures.
Health hazards due to dust	Dusty cargoes. Spillage from loading and/or unloading equipment. Incorrectly operated and/or maintained loading and/or unloading equipment causing excessive dusting. Tipping and storage of cargo on terminal.
Strains and sprains	Manual handling such as shovelling, scraping of cargo in ship's holds. Operating mobile plant in ship's holds. Operating grab unloaders and similar equipment. Handling mooring lines.
Tidal movements and wind conditions	Gangway becoming unsafe. Collision between loader and/or unloader and ship's structure or gear. Failure of unloader and/or loader braking system in high winds, leading to collision with ship. Runaway of loader and/or unloader and/or transporter cranes in high winds.
Berthing and moving ships	Collision between berthing ship and loader and/or unloader on terminal. Breaking mooring lines - risk to personnel on ship and terminal from "snap-back" effect. Passing ships.
Inadequately trained personnel	Terminal, contractor or temporary employees assigned to work in terminal or on ship without adequate induction or job specific training. Ship's personnel unfamiliar with the ship, or with the ship’s operations.
Other activities that can occur on an around any terminal	Failure of persons or organizations controlling different operations to co-operate in ensuring a safe place of work. For example, inadequate control of the activities of personnel, contractors, hauliers, visitors, other ships and port users.

 

Annex 6 Emergency Procedures

Every  terminal  should  always  have  written  procedures  for  dealing  with  emergency  situations. Theseshouldbesummarizedintheterminalísinformationandregulationbooklet,andshouldbe discussed by the terminalrepresentative and the master of each ship on arrival.

 

Emergencysituationsthatcouldoccurshouldbeassessedforeachterminal,buttypicallyshould include:

 

1.         Fire on board ship.

 

2.         Fire on the terminal.

 

3.         Oil spillage and pollution.

 

4.         Injuries.

 

The emergency plans should include:

 

1.         Alarmsignals for terminal and for ship.

 

2.         Notifyingtheemergencyservices,includingnecessarycontactpointsandlistof contact numbers.

 

3.         Location of Muster Points.

 

4.         Evacuationprocedures.

 

5.         First aid procedures.

 

6.         Actions to be taken by both terminal and by ship in the event of:

 

.1         Fire or explosion on own ship, on another ship or terminal.

.2         Oil spillage.

.3         Shipbreakingmoorings.

.4         The necessity to rescue persons fromholds, cranes or other plant.

.5         Other emergency.

 

7.         Emergency communications procedures.

 

8.         BCCode emergencyschedules(EmS)ormaterialsafetydatasheets(MSDS)or for any materials possessing chemical hazards which are to be loaded or unloaded.

• Informatietype: Internationaal
• Documentsoort: Circulaire niet in wetten.nl
• Toegangsrechten: Extern
• Identificatie: PUC_1647_14
• Versie: 3
• Datum beschikbaarheid: 13-04-2010
• Geldigheid van: 05-02-2010
• tot en met: 29-06-2010
• Wijzigingsdatum: 24-11-2016
• Titel: 1160 - Manual On Loading And Unloading Of Solid Bulk Cargoes For Terminal Representatives
• Organisatie: International Maritime Organization (IMO)
• Taal: Nederlands
• Onderwerp: Veiligheid / Safety
• Hoofdtaak: Koopvaardij / Merchant Shipping
• Thema: Zeevaart / Seagoing ships / Information / IMO Instruments (Informative) / Circulars (Informative) / MSC Circulars (Informative) / 1100 until 1199