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agreed between the master and the terminal operator.
24.1.6. Shipowners should ensure that all ships are equipped with the correct
operational and loading manuals.
24.1.7. To minimize the risk of exposure to cargo which could irritate the skin,
seafarers should wear appropriate protective clothing and use barrier creams. They
should wash themselves and their clothing to remove residual cargo dust so that it is not
carried into the living spaces and ingested accidentally while eating. This is particularly
relevant for those materials identified as toxic in the IMDG Code.
24.1.8. At sea, lashings on deck, in cargo holds, in engine rooms or in stores,
should be checked regularly and tightened if necessary. During heavy weather, where
appropriate, the heading of the ship should be changed in order to facilitate the
tightening of the lashings to reduce potential hazards.
24.2. Bulk carriers and carriage of bulk cargoes
24.2.1. The dust created by certain cargoes, particularly in loading, discharging
or hold cleaning operations, may pose an explosion hazard and should be limited, as far
as possible, to the minimum.
24.2.2. Many solid bulk cargoes,2 some seemingly innocuous, can cause health
problems for seafarers in various ways. For example:
(a) ammonium nitrate fertilizers produce toxic gases upon decomposition;
(b) antimony ore dust is toxic if inhaled;
(c) barium nitrate dust on food is toxic if swallowed;
(d) castor oil beans (Ricinus communis) when handled may cause severe irritation of
the skin and eyes.
24.2.3. Portholes, doors, etc., should be kept closed in port if they permit cargo
dust to enter the ship's accommodation area.
24.2.4. Spaces used for the carriage of bulk cargoes should be treated as confined
or dangerous spaces. The procedures for entering such spaces, set out in Chapter 10,
should be strictly followed.
1
An example is the Ship-Shore Checklist for Oil Tankers, contained in Appendix A of the Safety
Guide for Oil Tankers and Terminals (ISGOTT) published by the International Chamber of Shipping.
2
Appendix B of the IMO's Code of Safe Practice for Solid Bulk Cargoes should be consulted.
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Specific vessel types
24.2.5. The properties of dry bulk cargoes should be carefully considered as
certain bulk materials are liable to oxidation. This may result in oxygen reduction,
emission of toxic fumes and self-heating. Other materials may emit toxic fumes,
particularly when wet. Other materials, if they become wet, are corrosive to skin, eyes
and mucous membranes, as well as to the ship's structure.
24.2.6. Ships which carry cargoes that may emit toxic gases, for whatever reason,
should be provided with the appropriate gas detection equipment.
24.2.7. Many bulk cargoes, particularly ores, are loaded into holds from great
heights and at very fast rates. This can create sufficient stress to damage the structure of
the vessel. This could be avoided by reducing the loading rate.
24.2.8. The plans for the loading and discharging of ships should be properly
adhered to, so that the vessel is not exposed to unacceptable stresses, shear forces and
bending moments. Special consideration should be given to the dangers of overstress
on large and older ships in particular, especially where alternative holds are loaded.
24.2.9. Some kinds of cargoes, including concentrates, certain coals and other
materials with similar physical properties, may liquefy above the transportable moisture
limit and cause a shift in cargo. The moisture content should therefore be carefully
checked prior to loading and during the voyage, as moisture migration may occur due
to vibration and/or ship motion.
24.2.10. (1) Precautions to prevent liquids entering cargo holds in which bulk
cargoes are stowed should be maintained throughout the voyage.
(2) Precautions should be taken against sea water entering holds through hatch
covers moving or flexing when the ship is working in a seaway.
(3) Water should not be used to cool cargoes which may liquefy.
24.2.11. The appropriate national and international requirements with respect to
ventilation should be observed. Certain cargoes, such as some coals, copra, swarf,
charcoal and concentrates, etc., are liable to spontaneous combustion if the temperature
is high enough. Cooling such material should be carried out with extreme care since
water used to cool the cargo may actually cause increased heating and may also lead to
spontaneous combustion and/or explosion. The temperature of holds containing such
cargo should be checked daily or in accordance with the shipowner's instructions.
24.2.12. The dust from some bulk cargoes including grain dust can be explosive.
Particularly when cleaning holds after discharge, seafarers should be made aware of
this hazard: smoking should be prohibited or restricted and cleaning carried out so as to
minimize dust formation, for example, by hosing down.
24.2.13. Seafarers should not enter wing tanks when grain is being loaded.
103
Accident prevention on board ship
24.3. Container ships
24.3.1. For general requirements with respect to these vessels, see 24.1.1 to
24.1.8.1
24.3.2. Seafarers should receive special training as required and in particular in
the operation and maintenance of onboard container cranes where utilized.
24.3.3. Shipowners should provide each ship with instruction manuals for the
operation and maintenance of cargo handling equipment. A stowing and securing
manual should also be provided.
24.3.4. Each container should be fitted with a safety approval plate specifying the
country of approval, date of manufacture, identification number, maximum operating
gross weights, allowable stacking weight, transverse racking and test load value.2
24.3.5. The stack height of containers should take account of their design
strength and also not impair visibility from the bridge.3 The number of tiers on deck or
in the hold should not exceed the design limitation.
24.3.6. When carrying containers on a hatch cover the strength of the hatch cover
should not be exceeded. Covers should be restrained against sliding and tipping by
approved type stoppers and locking devices.
24.3.7. Containers stowed on deck should be secured to the ship, for example, by
stacking cones and twist locks. Twist locks can be used effectively when containers are
stowed one or two high, especially if the container in the second tier is either light
loaded or empty. Care should be taken that twist locks are placed in the correct way and
locked. When the number of tiers on deck exceeds two, stacking cones and wire or steel
rod lashings should be used.
24.3.8. All containers should be effectively secured, preferably at the bottom
corners, in a way which will guard against sliding.
24.3.9. No restraint systems should be imposed on containers, or any of their
fittings, which create forces in excess of those for which they have been designed.
24.3.10. Seafarers should wear personal protective equipment when carrying out
cargo operations, fitting or securing deck lashings and should use specially designed
leverage bars to tighten cargo tensioning devices.
1
For stowage and securing of containers on ships' decks not specifically designed and fitted for this
purpose, reference should be made to Annex 1 of the IMO's Code of Safe Practice for Cargo Stowage
and Securing (resolution A.714(17) adopted by the Assembly of the IMO at its 17th Session (1991)), or
any subsequent revisions.
2
The International Convention for Safe Containers and the Marking of Weight (Packages
Transported by Vessels) Convention, 1929 (No. 27), set out requirements for proper marking of weight.
3
SOLAS, 1974, as amended.
104
Specific vessel types
24.3.11. In the handling of containers, attention should be paid to the possibility
of uneven or poorly distributed loading or incorrectly declared weight.
24.3.12. Heavy items of machinery or plant which are stored on flats may need to
be further secured by additional lashings.
24.3.13. Safe means should be provided for access to containers stacked on deck [ Pobierz całość w formacie PDF ]

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