BP10 Safe Working at RoRo Terminals
BP10 Safe Working at RoRo Terminals
BP10 Safe Working at RoRo Terminals
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The International Safety Panel Briefing Pamphlet series consists of the following subjects:
No. 1
International Labour Office (ILO) Convention No. 152 Occupational Safety and
Health in Dockwork
No. 2
Ships Lifting Plant
No. 3
The International Maritime Dangerous Goods (IMDG) Code (Revised)
No. 4
Classification Societies (Revised)
No. 5
Container Terminal Safety
No. 6
Guidance on the Preparation of Emergency Plans
No. 7
Safe Cleaning of Freight Containers
No. 8
Safe Working on Container Ships
No. 9
Safe Use of Flexible Intermediate Bulk Containers (FIBCs) (under revision)
No. 10
Safe Working at Ro-Ro Terminals
No. 11
The International Convention for Safe Containers (CSC)
No. 12
Safety Audit System for Ports
No. 13
The Loading and Unloading of Solid Bulk Cargoes
No. 14
The Role of the Independent Marine Surveyor in Assisting Claims Handling
No. 15
Substance Abuse
No. 16
Safe Use of Textile Slings
No. 17
Shore Ramps and Walkways
No. 18
Port State Control
No. 19
Safe Handling of Interlocked Flats
Other titles are in preparation
The International Safety Panel Research Paper series consists of the following subjects:
No. 1
Semi-Automatic Twistlocks (under revision)
No. 2
Fumes in Ships Holds
No. 3
Health & Safety Assessments in Ports
No. 4
Container Top Safety, Lashing and Other Related Matters
No. 5
Port & Terminal Accident Statistics
No. 6
Safe Handling of Radioactive Materials in Ports and Harbour Areas
No. 7
Ship Design Considerations for Stevedore Safety
No. 8
Safe Walkways in Port & Terminal Areas
No. 9
Personal Protective Equipment & Clothing
Other titles are in preparation
The International Safety Panel Technical/Operational Advice series consists of the following:
No. 1
No. 1A
This publication is one of a series developed by the International Safety Panel ("Safety
Panel") of ICHCA International Limited ("ICHCA"). The series is designed to inform those
involved in the cargo-handling field of various practical health and safety issues. ICHCA aims
to encourage port safety, the reduction of accidents in port work and the protection of port
workers' health.
ICHCA prepares its publications according to the information available at the time of
publication. This publication does not constitute professional advice nor is it an exhaustive
summary of the information available on the subject matter to which the
publication refers.
The publication should always be read in conjunction with the
relevant national and international legislation and any applicable regulations, standards and
codes of practice. Every effort is made to ensure the accuracy of the information but neither
ICHCA nor any member of the Safety Panel is responsible for any loss, damage, costs or
expenses incurred (whether or not in negligence) arising from reliance on or interpretation of
the publication.
The comments set out in this publication are not necessarily the views of ICHCA or any
member of the Safety Panel
All rights reserved. No part of this publication may be reproduced or copied without ICHCA's
prior written permission.
For information, contact ICHCA's registered office.
This pamphlet is published in association with the Through Transport Club (TT Club).
It is one of a series of loss prevention guides issued by ICHCA International Ltd.
It addresses the important issue of safe working at Ro-Ro terminals. As a specialist
insurer in the international transportation field throughout the world the TT Club has
much experience of terminal operations, both in operational and human resource
terms, gained by providing insurance and the related claims handling and loss
prevention services that arise in any undertaking. No publication of this kind can be
comprehensive in the advice it offers as every operation presents its own unique risk
profile and no hazard can be wholly eliminated.
If you are not yet a member of the TT Club and would like to know about the benefits
of its insurance package or obtain a copy of the Clubs manuals on Terminal Security
or Fire Prevention, you or your insurance broker can contact the Club at the
following:
EUROPE
Contents
Page
1.
Introduction
2.
General Responsibilities
Passenger Safety
Quayside Safety
10
STO/RO Operations
11
12
13
11
14
11
15
14
Appendices
1.
2.
Further Information
3.
1997
INTRODUCTION
1.1
This pamphlet is written as general guidance for use within all types of Ro-Ro
terminals. It is recognised that it may not always been reasonably practicable
to comply fully with this guidance, nevertheless it should form the basis of
operational procedures within all such terminals.
1.2
The majority of serious accidents in Ro-Ro terminals are due to the mixing of
people with heavy mobile machinery, the drivers of which often have
restricted visibility. As a general basic principle, the aim should be to avoid
the exposure of pedestrians to such plant. When this cannot be done,
exposure should be minimised by separating them.
1.3
GENERAL RESPONSIBILITIES
2.1
Terminal management should draw up rules for safe systems of work and
operational procedures to ensure the health, safety and welfare of all their
workforce and terminal users. The procedures should include contingency
plans for any emergency.
2.2
Safety rules should be applicable to ALL people entering Ro-Ro terminals, not
only terminal operation staff. These should include management
maintenance and engineering staff, marine services staff. Customs,
Immigration, Port Health, ships crews, shipping agents, contractors and
people in vehicles carrying goods to the ship in the form of stores etc.
2.3
2.4
2.5
2.6
Due to the difficulty of lashing on Ro-Ro decks arising from the construction of
vehicles and the weight of lashing systems used, particular attention should
be paid to the provision of manual handling training for the lashers and the
possible need for them to be lashed and wear extra personal protective
equipment (eg knee protection, lights on helmets etc).
2.7
2.8
For both health and safety reasons, terminal management should have a
sensible policy concerning alcohol and drug use, whether applying to
substance abuse or substances that are being used medicinally but may
affect safety performance. Under no circumstances should alcohol be
consumed or sold within terminals.
2.9
2.10
2.11
Particular care should be taken to ensure that cargo transport units containing
dangerous goods are correctly placarded, marked and signed, the contents
are known and systems for control both on the terminal and for correct
loading patterns are maintained.
2.12
2.13
Trailer or other repair work which has to be carried out for reasons of safety
on the terminal should only be carried out in an area allocated for such work
after authorisation by the terminal operator or Port Authority.
3.1
3.2
3.3
Within the area of the terminal, bridge or ramp and ship, all vehicular traffic
should be driven at a safe speed having regard to the existing conditions.
3.5
3.6
3.7
PASSENGER SAFETY
4.1
All foot passengers should be kept segregated from vehicular traffic. They
should board or leave the ship by a sound passenger gangway and cross
cargo operational areas by suitable accessways.
4.2
If vehicular passengers are required to leave their vehicles on the terminal for
any reason, eg for customs checks or security searches, they should only do
so in a controlled area.
4.3
For the safety of all, particular attention should always be paid to security at
terminals handling passenger traffic as such terminals will always be
considered as possible targets for extremist groups.
4.4
Sufficient marshals and signing should always be provided to ensure the safe
transit of passenger driven vehicles to and from terminal gates and their
designated parking area on board the ship.
4.5
Safe systems and routing to allow passengers to cross car decks between
their vehicles and the passenger accommodation should always be
established. The procedures should always incorporate the need to consider
passengers with luggage, the old or infirm, the disabled, children or other at
risk groups.
4.6
QUAYSIDE SAFETY
5.1
A clear approach area of adequate size (at least 35m radius) should be
maintained at the landward end of each Ro-Ro bridge. This area should be
marked by painted hatched lines and Keep Clear notices should be erected
and maintained No vehicles should be parked in such areas.
5.2
If a quarter ramp ship is worked and such marking is not possible, the
approach should always be monitored by the terminal in accordance with
instructions from the gate or control. In such circumstances, a similar clear
zone should be provided to guarantee a safe site for all vehicles going
into/out of the ship. Enough free space should be left at all times around and
near the ships ramps to maintain this safe site and it should be regularly
monitored.
5.3
6.1
All ships should provide and rig gangways and safety nets or provide an
alternative safe means of access/egress. This should then be the only means
of access/egress used by pedestrians.
6.2
6.3
Where the layout of the Ro-Ro berth and/or the construction of the Ro-Ro
ship does not allow the use of gangways for pedestrian access to the ship
and the pedestrian access has to be via the ships vehicle ramp, the terminal
bridge should provide for safe pedestrian access (of crews, work-people and
others authorised to board the ship) by means of a raised walkway, preferably
on each side of the bridge, or where this is not practicable by areas marked
(in painted hatched lines) and sing-posted for the exclusive use of persons
6.5
6.6
6.7
Persons boarding or leaving the ship via the ramp should keep clear of, and
give right of way to, vehicular traffic on the ramp or bridge.
7.1
Bridge, bridge plates and ramp levels should be co-ordinated between the
ship and shore to ensure the bridge or ramp gradient remains reasonable at
all times.
7.2
Bridges and ramps should only be used, after ensuring that vehicles can be
braked sufficiently and trailers do not touch any ground structure of the ramp.
7.3
7.4
7.5
To ensure the safe passage of vehicles on the ramp and bridge a traffic flow
system should be established. All personnel involved in the operations
should be kept informed of the system in use and of any intended changes.
7.6
7.7
On single lane bridges and ramps a vehicle entering the bridge or ramp from
the quayside should stand clear and give way to any vehicle leaving the ship.
8.1
check that the dimensions of the load will allow entry onto the ramp,
paying particular attention to potential obstructions
(ii)
(iii)
(iv)
examine the ramps for oil and grease or any other contaminant that may
affect tyre adhesion and, where necessary, have ramps cleaned
accordingly
(v)
(vi)
8.2
8.3
In addition, the towing and braking capability of the tug needs to be assessed.
If there is a need for additional power either for towing or braking, a second
vehicle may need to be considered as a last resort. In this case the operation
should only be carried out under close supervision, preferably with radio
communication between both operators and the supervisor.
8.4
8.5
8.6
8.7
When manoeuvring wide vehicles on the ramp and in the ship, one or more
men may be needed to guide the vehicles into their final position on board.
The men, who should wear HV garments, should pay particular attention to
the bottom (bumpers etc) and the top of vehicles, as well as their sides,
especially when entering the ship.
8.8
9.1
9.2
and on completion of work a check should be made to ensure that all such
personnel are accounted for.
9.3
9.4
9.5
9.6
9.7
Persons should never stand between a vehicle MOVING into position and
another vehicle of bulkhead. They should stand at the side so as not to
become trapped. They should never stand in darkness but always stand
where they can be clearly seen by drivers consider the use of whistle
signals by lashers for indicating to drivers when to stop.
9.8
Hand signals should always be clear and unambiguous. The same signals
should be used by all persons involved in the cargo operations including crew
members.
10
STO/RO OPERATIONS
10.1
In general the guidance for safety on Ro-Ro decks also applies to STO/RO
operations. However with STO/RO operations there is the additional hazard
of using either large lift trucks or, in the paper trade, clamp trucks to load from
the deck, normally to roll trailers.
10.2
Drivers of lift trucks should be fully aware of the height, width and weight of
their trucks, taking special care to avoid overhead obstructions such as lift
cables, electrical wiring and equipment etc.
10.3
Drivers should only reverse when under load, if forward vision is obscured by
the load and no signaller is available. Drivers should normally never reverse
UP a ramp. If it is necessary, the working space down the ramp has to be
cleared.
10.4
When operating forklift trucks on the ramps of ships particular care should be
taken to:
(i)
(ii)
(iii)
(iv)
Adjust the height of the load to clear both ramps and deck head when
there is a change of gradient
10.5
10.6
Large lift truck drivers should be in radio contact with the load/discharge
controller in order to be aware of traffic movements that may affect them.
10.7
Lift trucks when parked on ships, even for short periods, should always have
their hand-brakes applied and forks lowered, or if clamps, with them lowered
and the blades fully closed.
10.8
In all cases when discharging, the condition of the stow should be checked
before lifting; it may well have shifted in a seaway.
11
11.1
11.2
11.3
Crew buses when used to return drivers to the ship after discharge can also
be used to lead convoys of trade vehicles off the ship to physically control
speeding.
11.4
11.5
Due to the low height of some decks, the use of large multi-seated estate cars
may be more efficient than the use of mini-buses.
11.6
Head protection should always be worn on such decks but, as safety helmets
are not looked kindly upon by car manufacturers when driving new vehicles,
low profile bump caps may be the preferred option on this type of ship. To
protect the car, a clean dust coat and special drivers gloves should also be
worn.
11.7
11.8
11.9
Though most modern car carriers have extremely efficient exhaust ventilation
systems, air sampling should still be undertaken and records kept in case of
future problems. Hold ventilation should be started about 15 minutes before
the work is started in the holds, because of the inertia of the air in the holds.
A certain amount of time is needed before a satisfactory air flow is
established throughout the holds.
12.1
In general the recommendations for safety on Ro-Ro decks also apply to the
handling of cassettes. However certain additional points should be
considered due to the specific design of large cassettes and their handling
capacity.
12.2
12.3
12.4
12.5
Goods loaded on a cassette should always be placed so that they are inside
the cassettes sides. If overwidth loads are to be placed on the cassette, the
load on the drivers side should always be inside the cassettes side so that
the driver can see forward when pushing the cassette.
12.6
As one of the reasons for using cassettes is to obtain the maximum use of the
height of the Ro-Ro deck, factors affecting the height of the load are critical.
In particular factors affecting the height of the load that should be considered
are:
(i)
(ii)
(iii)
(iv)
(v)
(vi)
10
12.7
12.8
On discharge the cassette should always be left on ground that is both even
and hard. The tractor and cassette should always be stationary while a
loaded cassette is lowered. It should be noted that if a loaded cassette is
grounded whilst it is moving, the cassette will stop but the load is likely to
continue through its own momentum breaking lashings and collapsing the
stow.
13
13.1
A vehicle or trailer should have its brakes firmly applied whilst it is being
carried on a lift.
13.2
13.3
13.4
Cargo lifts should normally be operated by the ships crew and there should
be an operator on each deck being worked. If dock workers are required to
operate such lifts, due regard should be paid to the competence of the
operator and the condition of the lift.
14
14.1
No lashing should be attempted until parking has been completed and brakes
applied or in the case of STO/RO operations, cargo has been properly
stowed.
14.2
14.3
All chains and gear in connection with lashing of cargo should be kept well
clear of any working area. Vehicles should never be allowed to driver over
such equipment.
14.4
Lashings should use, so far as is possible, proper lashing points, both on the
vehicle and ship. Bumpers, brackets etc should not be used and air lines and
cables should never be fouled.
14.5
Lashings should not be over taut but equally tensioned. They should make
an angle with the deck of between 30o and 60o and lashing arrangements
should tend to balance each other in both fore and aft and thwartships
directions.
14.6
It is bad practice to secure rear lashings of trailers before fifth wheel tractor
units have been lowered the trailer and similarly to cross lashings as this may
allow trailers to tip in a seaway.
14.7
Great care should always be taken when releasing any lashing suspected of
being over tensioned.
11
14.8
Vehicles with independent air suspension should not be lashed until fully
lowered and the system bled and locked. If this is not practical, lashings
should be checked and tightened if necessary after completion of loading.
14.9
Particular care should be taken when lashing steel tracked vehicles on steel
decks. Damage, old ropes or rubber tyres will be required to chock and avoid
possible slipping/movement when at sea.
14.10 The first vehicle to be discharged should be the last one unlashed. Always
start unlashing with the last vehicle to be discharged.
14.11 Although normally outside the responsibilities of a Ro-Ro terminal, many
incidents on ships at sea result from loads shifting off the trailer whilst the
latter remains securely lashed to the ships deck. If a potential situation of
this type is seen, it should be drawn to the attention of a responsible officer of
the ship.
14.12 During the unlashing of cars, the unlashers should pay particular attention to
the following points:
They should be properly dressed for the work, including wearing soft
gloves
The lashings should always be carried below the bumper level when
working between vehicles
Never place hands on hoods, trunks, fenders or other painted areas of the
cars
Lashings should not hang down on glide down to the decks below through
lashing holes or other openings in the vessels decks.
12
13
15
15.1
15.2
Ensure that the minimum number of vehicles have their engines running at
any one time, commensurate with the operational needs of the task in hand.
15.3
The minimum number of personnel for the operational needs and safe
operation of the task in hand should be exposed to vehicle exhaust fumes
again minimising the exposure time.
14
15.4
15.5
15.6
If any doubts are raised as to the operation of the ships ventilation systems,
Supervision should immediately refer the matter to the ships officers for
resolution.
15.7
It is recommended that regular monitoring of air flows and fume emissions are
undertaken on an individual ship basis with a view to building profiles of
regular callers. At all times there should be an objective of maintaining
oxygen levels at 21% and Carbon Monoxide content BELOW 50 ppm. (In
some countries National legislation may require lower levels eg Germany
30 ppm, Belgium 25 ppm).
15
APPENDIX I
RECOMMENDED SAFETY RULES FOR DRIVERS OF 5TH WHEEL TRACTORS
AND OTHER VEHICLES USED IN RO-RO OPERATIONS
CHECK EVERY TURN OF DUTY
Before starting work, vehicles should be examined for damage and oil leaks.
Checks should then be made on:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Steering
Brakes
All other controls
REPORT FAULTS
If faults are found or develop during work drivers themselves SHOULD NOT try to
rectify them. They should be reported to Supervision who should arrange for them to
be attended to by the engineering staff. Such faults may include any damage to the
trailers and their support legs. Failure to report faults can result in injury to persons
and extensive damage as well as delays to operations.
NO PASSENGERS
Single-seater vehicles are not designed to carry passengers. so additional persons
should not be allowed to endanger themselves by riding on such units.
COUPLING TO A TRAILER
Before a vehicle is coupled to a trailer it should be ensured that:
(a)
(b)
After coupling it should be ensured that the coupling is effectively engaged and that
the trailer handbrake is released for moving off.
16
PICKING UP LOADS
If a vehicle is coupled to a trailer in the process of being loaded, it should be ensured
that the trailer support legs are down until loading is completed. The legs should
then be lifted before moving off.
When picking up loads in the terminal area or on the ship, it should be ensured that
all persons are clear, that the trestle and securing chains have been removed and
both air brake lines connected before moving off.
When trailers are parked in confined spaces careful checks should be made around
them before coupling and moving off.
DRIVE CAREFULLY
Vehicles should be driven carefully at all times, particularly when reversing with a
load and drivers should be alert for visual or audible signals directing or warning
them.
Travel should be at a safe speed bearing in mind the state of the load, traffic
conditions and the ground surface. Clear signals should be given when turning,
slowing down or stopping if feasible.
(a)
(b)
(c)
sharp braking on wet or slippery ground may result in skidding and jackknifing
overhead obstructions may affect carrying containers and high loads
they should neither lift the 5th wheel too high because of the risk of collision
with overhead obstacles, nor lift too low because of the risk of grounding of
the load
TRAFFIC RULES
The traffic flow system should be observed.
REVERSING INTO POSITION
When positioning vehicles on the ship, drivers should always be guided if travelling in
reverse.
The person guiding vehicles into position should always give hand signals to the
driver (the level of noise on the ship is fre2uently such that shouted instructions
cannot be heard). If whistle signals are used, care should always be taken in choice
of ear protection to ensure correct attenuation levels.
Persons should never stand between the vehicle or trailer and bulkheads or other
trailers, where crushing could occur.
DETACHING LOADS TRAILER LEGS
If possible, uncoupling at an angle should be avoided. Before uncoupling it should be
ensured that the trailer legs are down on good ground (using timbers as necessary)
and that the trailer front is high enough for connection by another vehicle. The trailer
brake should be put on and the air lines disconnected.
NOTE: Some companies recommend disconnecting the air lines first. If in doubt
check with the manufacturer.
17
18
APPENDIX 2
FURTHER INFORMATION
For more information and guidance on safety, reference may be made to the
following documents and publications:
IMO Code of Safe Practice for Cargo Stowage and Securing
International Maritime Organisation, 4 Albert Embankment, London SE1 7SR, UK
ILO Code of Practice on Safety and Health in Dock Work (1979)
International Labour Office, CH-1211, Geneva 22, Switzerland
Developments in Handling of Ro-Ro Cargo
ICHCA International Ltd
Recommendations for the Safe Operation of Large Lift Trucks and Ro-Ro Terminals
Ports Skills & Safety, Africa House, 64-78 Kingsway, London WC2 6AH, UK
Ro-Ro Ships Stowage and Securing of Vehicles Code of Practice
HMSO, 49 High Holborn, London WC1V 6HB, UK
Transportation and Handling of Paper
Transfennica Corporation, Helsinki, Finland
The Lashing and Securing of Deck Cargoes Captain J R Knott
The Nautical Institute, 202 Lambeth Road, London SE1 7LQ, UK
19
APPENDIX 3
Plan of Typical Terminal Layout
20