7.1 Regulatory
authorities and port authorities
7.1.1 Acceptability of dangerous cargoes
in port areas
7.1.1.1 The
regulatory authority
should
determine the classes and quantities of
dangerous cargoes
which
may be permitted to transit or to enter a
port area
by
any mode of
transport
and the conditions
under which they are to be handled, having regard to the facilities
available for the reception and keeping of
dangerous cargoes
and
the location of the port area in relation to nearby installations
and centres of population. The
regulatory authority
should
make such information available in the national and, where appropriate,
English languages.
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7.1.1.1 Restrictions on the type and quantity of
dangerous cargoes allowed to stay within the port area may be
necessary, depending on nearby housing areas, other hazardous
installations such as tank farms or chemical plants and special
environmental protection areas.
When establishing quantity limitations or other
restrictions, the considerations should be given to the expertise and
the equipment available within the organizations responsible for
emergency response (e.g., fire brigade, hospitals, and ambulance).
It is very important that those who are involved in the
transport of dangerous cargoes by sea are informed about any
restrictions by means of official publications (e.g., port by-laws) to
avoid such dangerous cargoes arriving by ship or other means of
transport and having to be rejected because of restrictions. As
English is internationally accepted as the maritime language, the use
of that language is recommended.
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7.1.1.2 The
port authority
should
be empowered to refuse
dangerous cargoes
intended
for keeping within, or transit through, the
port area
,
if it is considered that their presence would endanger life or property
because of their condition, the condition of their consignment, the
condition of their mode of conveyance, or the conditions in the
port area
. Notwithstanding this provision all reasonable
effort should be made to aid a
ship
in distress,
particularly when the lives of its crew are in danger.
7.1.1.3 If any
dangerous cargo
within
the
port area
constitutes an unacceptable
hazard, the
port authority
should be able
to remove, or order the removal of, any such cargo or any
ship
, package, freight container, tank-container, portable
tank, vehicle or other cargo transport unit containing it.
7.1.1.4 An unstable substance should
not be accepted unless all conditions necessary to ensure its safe
transport
and
handling
have
been specified and met.
7.1.1.5 Competent Authority approvals or exemptions
should accompany all shipments when operational and/or transport requirements
different to the IMDG Code have been permitted by a Competent Authority
(MSC/Circ.1075).
7.1.2 Advance notification
7.1.2.1 The
regulatory authority
should
establish a system whereby the
port authority
is
notified in good time, but generally not less than 24 hours in advance
of the arrival of
dangerous cargoes
in the
port area
. The
regulatory authority
should
establish and make information on the various categories and minimum
quantities of such categories of
dangerous cargoes
for
which prior notification of arrival is required. The system may enable
special arrangements to be made or exemptions to be granted as appropriate
for certain categories and/or quantities of
dangerous
cargoes
, for certain modes of
transport
and
for short voyages. This will include
ships
carrying
dangerous cargoes
which intend to transit through the
port area
. Where possible all dangerous goods should
be manifested on FAL Form 7 as amended.
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7.1.2.1 The notification serves the purpose of
allowing the port authority to check if the cargoes to be handled or
in transit can be accommodated without jeopardizing the port’s safety
at the intended date and time, taking into account the type and
quantity of cargo involved and any quantity limitations in force.
Furthermore, it allows the port authority to verify the
details (such as classification, quantity, type, packing group) and to
arrange any necessary corrections in advance. It may also be used to
inform the emergency services well in advance of the type and
quantities expected, so that they will be able to take the necessary
precautions in case of a specific risk from such cargoes.
All port authorities should know where their dangerous
cargoes and related documents are located. In many ports the
individual advance notifications are used to create an overview of all
the dangerous cargoes in the port, that is, which cargoes are located
where and in what quantities. The use of electronic data processing
(E.D.P.) will facilitate the keeping of such records but requires a
standardized notification format.
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7.1.2.2 Advance notification should also be given
when a ship or a cargo transport unit arrives under fumigation. The
notification should contain the name of the fumigant and the date
of application.
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7.1.2.2 Reference is made to the “Recommendations
on the Safe Use of Pesticides in Ships” in the Supplement to the IMDG
Code. In many cases additional national health regulations have to be
observed.
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7.1.2.3 The advance notification should also include
any deficiency of the
ship
, its equipment
and/or the containment of
dangerous cargoes
which
may affect the safety in the
port area
or
the
ship
.
7.1.2.4 The
regulatory authority
should
establish a system whereby the
port authority
of
the port of departure is notified, in good time but generally not
less than 3 hours prior to the departure of a ship, of the
dangerous
cargoes
on board.
7.1.2.5 The advance arrival and departure notification
should be given by letter, telex, telefax, or electronic data interchange
(EDI) transmission techniques such as the international forwarding
and transport of dangerous goods notification (IFTDGN) or any other
means acceptable to the
port authority
.
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7.1.2.5 In accordance with the requirements of
chapter VII part A regulation 4 of the SOLAS Convention and
the requirements of Annex III of the MARPOL 73/78 Convention, ships
shall make available, to the port State authority, a detailed stowage
plan or a list of all dangerous cargoes with their stowage position on
board prior to leaving the port. This serves to ensure the
availability of information on dangerous cargoes on board in cases
where the relevant cargo documents cannot be obtained or communication
is impossible due to an accident involving the ship. It can also be
used to ensure advance notification to the next port of call.
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7.1.2.6 The information which should be given
is set out at annex 1.
7.1.2.7 For
dangerous cargoes
arriving
by sea the notification should be given by the
master
of
the ship, the shipowner, or his agent. For
dangerous cargoes
arriving
by road, rail or inland watercraft, advance notification should be
given by the
cargo interests
.
7.1.3 Berthing
7.1.3.1 The port authority should be empowered
to:
-
.1 direct when and where a ship, having any
dangerous cargo
on board, should anchor, moor,
berth
or remain within the
port area
,
taking into consideration relevant matters such as the quantity and
nature of the
dangerous cargo
involved,
the environment, the population, the weather conditions;
-
.2 direct, in an emergency, a
ship
having
any
dangerous cargoes
on board to be moved
within the
port area
, or to be removed from
the port area having due regard to the safety of the
ship
and
its crew; and
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.3 attach such requirements to any such directions
as are appropriate to local circumstances and the quantity and nature
of the
dangerous cargoes
involved.
7.1.3.2 The
regulatory authority
should
require that adequate safe means of access are provided between the
ship
and the shore.
7.1.4 Emergency procedures
7.1.4.1 The regulatory authority should require
that appropriate emergency arrangements (plans and procedures) are
made, brought to the attention of all concerned and ensure their training
is appropriate and commensurate with their responsibilities. These
arrangements should include:
-
.1 the provision of appropriate emergency response
alarm operating points;
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.2 procedures for notification of an incident
or emergency to the appropriate emergency response services within
and outside the
port area
;
-
.3 procedures for notification of an incident
or emergency to the
port area
users both
on land and water;
-
.4 the provision of emergency equipment appropriate
to the hazards of the
dangerous cargoes
to
be handled;
-
.5 the formation of a local emergency response
team to co-ordinate action in the case of a major emergency and to
deal with any day-to-day untoward incidents such as a minor leak or
spillage of
dangerous cargoes
;
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.6 co-ordinated arrangements for the release of
a ship in case of an emergency; and
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.7 arrangements to ensure adequate access/egress
at all times.
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7.1.4.1 Berth emergency plans should be harmonized
with the port emergency plan and the emergency plans of any other
relevant nearly premises. The plans should include agreed arrangements
for alerting the port authority and other premises as appropriate.
The emergency plan should set out clearly how it is to be
initiated, the steps to be taken to put it into practice and identify
the facilities and equipment that would be available in the event of
an emergency.
It is essential to ensure that communications can be
maintained with the emergency services at all times during an
emergency. It is therefore necessary to ensure that facilities for
dealing with the media and the public are kept separate from those
used to control the emergency.
The emergency plan should be distributed to all
organizations and to all bodies who may be involved with it in the
event of an emergency.
Port authority personnel who may be involved in putting
the emergency plan into effect should be suitably instructed and
trained in its operation.
Persons who may be involved in clean up measures should
be aware of the limitations of their knowledge and capabilities and
have clear instructions as to when to call on external sources of
help.
The emergency plan should be exercised at regular
intervals, e.g., at least once per year. Whilst full-scale exercises
are desirable, they may only be practicable infrequently. In such
circumstances, table-top exercises should be carried out at more
frequent intervals.
The emergency plan should be reviewed periodically on a
routine basis, as well as after each occasion that it has to be put
into effect or is exercised and when changes are made in the port. Any
lesson that can be learned should be incorporated in a revision of the
plan.
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7.1.4.2 The
regulatory authority
should
require the preparation and maintenance of records of the
dangerous
cargoes
which are present in the
port area
for
use in emergency.
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7.1.4.2 The records may be prepared from the
notifications required by 7.1.2.1 and 7.1.2.4, together with details
of arrival and departure. The records should show the type, quantity
and location of the dangerous cargoes in the port area.
The records should include:
.1 intermediate keeping within the port area for
the purpose of changing the mode of transport;
.2 dangerous cargoes remaining on board in transit
(see 7.2.5.1.1); and
.3 dangerous cargoes to be loaded and discharged in
the port (see 7.2.5.1.2/3).
The use of electronic data processing (EDP) has the
advantage of having the possibility to provide other authorities like
fire brigade, port police or port health or other authorities with the
same information through electronic data interchange (EDI).
Provided that the system is constantly updated and
functions without disturbance, it can provide instant information to
the emergency services about the type and quantities of dangerous
cargoes that may be involved in an incident, immediately after the
receipt of the notification. It will enable the emergency services to
plan manpower and equipment deployment already on their way to the
location of the incident and take all necessary precautions right away
(e.g., evacuation of people, etc.) especially when the system is
connected to a dangerous substances database.
The records can also be maintained manually. In such
cases each shed, warehouse or area where dangerous cargoes are kept,
should have a designated place (e.g., a red box) where all relevant
documents of each dangerous cargo kept within the premises are placed.
The location should be chosen in close co-operation with the emergency
services and should be well known to them. The person responsible for
the shed, warehouse or area will also be responsible for ensuring that
only documents of cargoes still within the premises are kept in the
designated place.
In addition to the designated places for documents a
detailed plan of each shed, warehouse or area should be prepared by
the port authority in close co-operation with the emergency services
and the berth operator, specifying the exact location within the shed,
warehouse or area where dangerous cargoes may be kept. This should
specify the class(es) and the maximum quantities that may be kept
there. When specifying the class(es) and quantities, due consideration
should be given to the construction and the emergency equipment
installed. All parties concerned should have a copy of the plans.
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7.1.4.3 The
regulatory authority
should
require that emergency response information is available where
dangerous cargoes
are handled and that it is accessible
at all time.
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7.1.4.3 The information is intended to give the
berth operator’s personnel some guidance on the first aid and first
steps to be taken to limit the extent of injuries in case of an
incident until the arrival of the emergency services.
The use of electronic data banks can be of great
assistance, provided the authorities and operators have direct access
to the information in them.
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7.1.5 Fire precautions
7.1.5.1 The
regulatory authority
should
require that areas where certain
dangerous cargoes
are
handled are designated as areas where smoking and other sources of
ignition are prohibited and where only electrical equipment of a type
safe for use in a flammable or explosive atmosphere is used.
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7.1.5.1 Attention is drawn to the relevant
recommendations published by the International Electrotechnical
Commission.
When considering the dangers of fire and explosion that
may result from the carriage of dangerous cargoes, it should be
appreciated that nominally empty holds and cargo transport units may
still contain residues and flammable vapours and may remain
hazardous.
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7.1.5.2 The carrying out of
hot work
and
the use of any equipment or activity which may lead to a fire or explosion
hazard should be prohibited in areas where certain
dangerous
cargoes
are handled, unless authorized by the
port
authority
.
7.1.5.3 In areas or spaces where a flammable or
explosive atmosphere may exist or develop, electrical equipment and
gas measuring equipment should be of a type safe for use in that environment.
7.1.5.4 Fire precautions applying to individual
classes of dangerous goods, and where necessary to individual substances,
are recommended in sections 7.3.2, 7.3.5 to 7.3.9 and the Dangerous
Goods List of the IMDG Code.
7.1.6 Environmental precautions
7.1.6.1 The
regulatory authority
should
require that special areas for the holding and repacking of damaged
dangerous cargoes
and wastes contaminated with
dangerous cargoes
are provided wherever necessary.
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7.1.6.1 An example of a possible facility is given
in the Guidance to 3.4.4.1.
Safe reserve packagings (e.g., oversize drums) as well as
absorbing or binding agents, cleaning equipment, equipment for
limiting the spread of liquids (e.g., drain covers, oil booms) should
be readily available.
Personnel should be regularly trained in the correct and
safe use of this equipment.
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7.1.6.2 The
port authority
should
ensure that damaged packages, unit loads or cargo transport units
are immediately and safely moved to the special area mentioned in
7.1.6.1. They should ensure that damaged packages, unit loads or cargo
transport units do not leave the special area unless the
dangerous
cargoes
have been properly repacked in appropriate salvage
packagings and are in all respects fit and safe for further
transport
and
handling
.
7.1.7 Reporting of incidents (including
security incidents)
7.1.7.1 Any person having charge of
dangerous
cargoes
should inform the
port authority
immediately
of any incident relevant to such cargo that occurs within the
port area
which may endanger the safety or security
of persons, of the ship or of other ships within the port, of the
port or of any other property or the environment.
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7.1.7.1 To ensure a prompt and effective response,
treatment of injured personnel and mitigation of damage, it is
essential that a concise and accurate description of the incident is
available to the emergency response centre as quickly as possible. If
immediately available, the description should include such details
as:
.1 nature and time of the incident;
.2 precise location;
.3 type, quantity and condition of cargo
involved;
.4 particular hazards present/marine
pollutant;
.5 details of marks and labels;
.6 if an IMDG Code classified cargo, Proper
Shipping Name, class (when assigned, the division of the goods and the
compatibility group letter for class 1), UN number, and packing
group;
.7 name of manufacturer of the cargo;
.8 extent of damage/pollution;
.9 sequence of events leading to the incident;
.10 number and types of injuries/fatalities;
and
.11 emergency response taken.
The information contained in the notification referred to in 7.1.2.1
or kept in the places mentioned in the 7.2.5.1 and in the guidance to
7.1.4.2 may be of assistance.
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7.1.8 Inspections
7.1.8.1 The
port authority
should
make regular inspections to ensure the implementation of the safety
precautions in the
port area
and the safe
transport
and
handling
of
dangerous cargoes
. They should be empowered to:
-
.1 inspect documents and certificates concerning
the safe
transport, handling, packing, stowage
and
segregation
(when appropriate) of
dangerous
cargoes
in the
port area
;
-
.2 inspect packages, unit loads and cargo transport
units containing
dangerous cargoes
to verify
that they are packed, marked, labelled or placarded in accordance
with the provisions of the IMDG Code or the appropriate national or
international standards applicable for the mode of transport;
that unnecessary labels, placards and marks have been removed; and
that the cargo transport units have been loaded, packed and secured
in accordance with the IMO/ILO UN ECE Guidelines for packing of cargo
transport units;
-
.3 inspect freight containers, tank-containers,
portable tanks and vehicles containing
dangerous cargoes
to
ensure that they have a current safety approval plate in accordance
with the International Convention for Safe Containers (CSC), 1972,
as amended, when applicable, and are in compliance with the applicable
provisions of part 4 and part 6 of the IMDG Code; and
-
.4 check, by external examination, the physical
condition of each freight container, tank-container, portable tank
or vehicle containing
dangerous cargoes
for
obvious damage affecting its strength or packaging integrity and for
the presence of any sign of leakage of contents.
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7.1.8.1 For ships carrying bulk liquids reference
should be made to 9.1.1.3.
The regular inspections should be carried out by
especially trained personnel of the port authority. When selecting
cargoes for inspection, the ones most likely to pose a risk (for
example consolidated containers) should be chosen, unless there is a
special action programme aimed at specific cargoes.
When carrying out inspections, care should be taken to
ensure minimum disturbance of operations. Delays due to inspections
should be avoided unless cargoes or cargo transport units are detained
for safety or security reasons.
It is recommended that the berth operator and the cargo
interests are informed about the intended inspections and that the
latter be requested to participate in the inspections. This ensures
that no claims of pilferage or damage to cargo can be levied against
the inspection team.
It also gives the cargo interests the possibility to see
at first hand any deficiency and enables them to report the findings
to the originator, who in turn will then be able to check and rectify
his procedures to avoid future deficiencies.
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7.1.8.2 If any of the inspections or checks mentioned
above reveal deficiencies which may affect the safe
transport
or
handling
of
dangerous
cargoes
, the
port authority
should
immediately advise all parties concerned and request them to rectify
all deficiencies prior to any further
transport
or
handling
of the
dangerous cargoes
.
Such inspections may also be carried out by the berth operator
(see 7.3.12.1).
7.1.9 Hot work and other repair or maintenance
work
7.1.9.1 The
port authority
should
require that it is notified of any person’s intention to carry
out
hot work
or any other repair or maintenance
work, either on board a
ship
or ashore,
which may constitute a hazard because of the presence of
dangerous
cargoes
, and such work is authorized only when it can
be carried out without creating such a hazard.
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7.1.9.1 The requirement for an authorization and
advance notice of the intended period of hot work enables all
emergency response institutions, such as the fire brigade, to be given
adequate notice so they can voice objections or advise additional
precautionary measures.
In special cases, such as hot work in holds of tankers or
in or nearby enclosed spaces, a thorough inspection of the area should
be conducted by specialists who can determine whether specific safety
measures are required.
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7.1.9.2 In the case of
hot work
in
or near tanks, a gas-free certificate, issued by a chemist or other
suitably qualified person approved by the
port authority
should
be pre-requisite. This certificate should be renewed if circumstances
alter and at least every 24 hours.
7.1.9.3
Hot work
should
only be carried out by persons approved by the
port authority
and only after being authorized as required in 7.1.5.2.
When carrying out such work all necessary precautions should be taken.
7.1.9.4 Minimum safety requirements for carrying
out
hot work
are set out in annex 4.
7.1.10 Entry into confined or enclosed spaces
7.1.10.1 The
port authority
should
require the
master
of a
ship
and
the
berth operator
within their respective
areas of responsibility to ensure that before any personnel enter
any confined or enclosed space, appropriate precautions are taken
against the possible presence of dangerous vapours or oxygen depletion.
7.1.11 Cargoes and cargo transport units under
fumigation
7.1.11.1 The
port authority
should
designate specific areas for
ships
or cargo
transport units which arrive under fumigation or are to be fumigated.
Entry into such areas should be restricted. Appropriate signs (preferably
pictograms similar to that shown in figure
5) should be displayed in such areas ashore.
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7.1.11.1 For containers under fumigation, reference
should be made to the Recommendations on the Safe Use of Pesticides in
Ships and IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport
Units (CTUs) in the Supplement to the IMDG Code. Such containers shall
also carry the fumigation warning sign. In many cases additional
national legal requirements relating to health should be observed.
Annex 3 of the Recommendations on the Safe Use of
Pesticides in Ships shows a warning sign to be used for ships, ships’
compartments, freight containers, barges and cargo transport units
under fumigation. A similar label is shown in annex 2 of the
IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport Units
(CTUs).
Figure 5 of these Recommendations shows an
example of a pictorial warning sign suitable for cargo sheds, other
spaces ashore which are fumigated or about to be fumigated or in which
cargo transport units under fumigation are kept. The sign should be of
an appropriate size to be clearly seen.
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Figure 5 Fumigation warning sign
7.1.11.2 No unauthorized persons should be allowed
access to ships, warehouses, sheds or cargo transport units until
all parts of such ships, warehouses, sheds or cargo transport units
have been determined gas-free, fumigation warning signs have been
removed and a clearance certificate issued by a
responsible
person
.
7.1.11.3 Prior to giving permission for access
to ships, warehouses, sheds or cargo transport units under fumigation,
the port authority should require a clearance certificate from a responsible
person that it is safe to do so.
7.1.11.4 No person should fumigate the contents
of a freight container, barge or cargo transport unit once it has
been loaded on board a ship.
7.1.11.5 A Guide to fumigation operations is set
out in annex 7.
7.1.12 Reception facilities for contaminated bilge
water, wastes, ballast and slops
7.1.12.1 The
regulatory authority
should
make the necessary legal requirements to ensure that, where necessary,
contaminated bilge water and hazardous wastes are removed from the
ship
prior to leaving the
port area
.
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7.1.12.1 Reference should be made to the MARPOL 73/78 Convention and the IMO Comprehensive Manual on
Port Reception Facilities for additional information and guidance.
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7.1.12.2 The
regulatory authority
should
ensure that adequate reception facilities are provided for the reception
and disposal of bilge water, wastes, ballast and slops contaminated
with
dangerous cargoes
, as appropriate.
7.1.12.3 The
regulatory authority
should
ensure that the legal requirements for bunkering (7.1.14) are also
applied to reception operations.
7.1.13 Safe transport and handling
7.1.13.1 The
regulatory authority
should
establish guidelines for measures to be taken to ensure the safe
transport
and
handling
of
dangerous cargoes
, especially the packing, stowage and
segregation of incompatible cargoes in compliance with the requirements
of part 4 and part 7 of the IMDG Code.
7.1.13.2 Where the handling of dangerous cargoes
involves the temporary keeping of the cargoes in the port area for
the purpose of changing the mode of transport, requirements similar
to those described in chapter 7.1 and 7.2 of the IMDG Code should
be adopted for the stowage and segregation in the port area.
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7.1.13.2 An example of general guidance on stowage
and segregation of dangerous cargoes is shown in table 1 however,
divergence from these guidelines may be appropriate. In a remote area,
less stringent regulations may be acceptable. If a port is sited in
the vicinity of housing areas, chemical plants or tank farms for
example, it may be necessary to impose more stringent stowage and
segregation requirements.
In all cases, all interested parties should be informed of
the required standard by port by-laws and other publications to avoid
any problems in day-to-day operation.
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7.1.14 Bunkering
7.1.14.1 The
regulatory authority
and
port authority
should include legal requirements for
bunkering in port laws or port by-laws which should include the use
of a bunkering checklist reflecting local circumstances. Bunkering
of
ships
should normally only be allowed
at designated installations or by using bunker vessels. Bunkering
precautions including a bunkering checklist are set out in annex 5.
7.1.14.2 Where bunkering is carried out simultaneously
with the
handling
of
dangerous
cargoes
, gas freeing, purging or tank cleaning, the
port authority
may consider the need for special permission
to be given and special precautions to be taken to avoid damage to
connecting pipelines or
flexible pipes
or
any other damage. The permission should only be given when all the
questions contained in the bunkering checklist have been answered
affirmatively.
7.1.14.3 Dangerous cargoes of class 1 (except
those in division 1.4S) and bulk cargoes of class 5.1 should not be
loaded or unloaded when bunkering is in progress unless permission
has been granted by the port authority and under conditions prescribed
by the port authority.
Table 1 Segregation Table for
Dangerous Cargoes in Port Areas
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Classes
|
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2.1
|
2.2
|
2.3
|
3
|
4.1
|
4.2
|
4.3
|
5.1
|
5.2
|
6.1
|
8
|
9
|
|
Flammable gases
|
2.1
|
0
|
0
|
0
|
s
|
a
|
s
|
0
|
s
|
s
|
0
|
a
|
0
|
|
Non-toxic, non-flammable gases
|
2.2
|
0
|
0
|
0
|
a
|
0
|
a
|
0
|
0
|
a
|
0
|
0
|
0
|
|
Toxic gases
|
2.3
|
0
|
0
|
0
|
s
|
0
|
s
|
0
|
0
|
s
|
0
|
0
|
0
|
|
Flammable liquids
|
3
|
s
|
a
|
s
|
0
|
0
|
s
|
a
|
s
|
s
|
0
|
0
|
0
|
|
Flammable solids, self-reactive substances and desensitized
explosives
|
4.1
|
a
|
0
|
0
|
0
|
0
|
a
|
0
|
a
|
s
|
0
|
a
|
0
|
|
Spontaneously combustible substances
|
4.2
|
s
|
a
|
s
|
s
|
a
|
0
|
a
|
s
|
s
|
a
|
a
|
0
|
|
Substances which, in contact with water, emit flammable gases
|
4.3
|
0
|
0
|
0
|
a
|
0
|
a
|
0
|
s
|
s
|
0
|
a
|
0
|
|
Oxidizing substances
|
5.1
|
s
|
0
|
0
|
s
|
a
|
s
|
s
|
0
|
s
|
a
|
s
|
0
|
|
Organic peroxides
|
5.2
|
s
|
a
|
s
|
s
|
s
|
s
|
s
|
s
|
0
|
a
|
s
|
0
|
|
Toxic substances (liquid and solids)
|
6.1
|
0
|
0
|
0
|
0
|
0
|
a
|
0
|
a
|
a
|
0
|
0
|
0
|
|
Corrosives (liquid and solids)
|
8
|
a
|
0
|
0
|
0
|
a
|
a
|
a
|
s
|
s
|
0
|
0
|
0
|
|
Miscellaneous dangerous substances and articles
|
9
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
Note Cargoes of classes 1 (except division 1.4S), 6.2 and 7
should normally be allowed into the port area for direct shipment
or delivery only. These classes have not been included in the table.
However, if, through unforeseen circumstances, these cargoes have
to be temporarily kept, it should be in designated areas. Segregation
requirements of the individual class as stipulated in the IMDG Code
should be considered by the port authority when establishing specific
requirements.
Note to Table 1Segregation Advice for The Temporary Keeping of Dangerous Cargoes
in Port Areas
1 The reception and keeping of dangerous cargoes
of classes 1 (other than division 1.4S), 6.2 and 7 should be subject
to special rules for each port as the handling facilities at each
terminal or berth vary considerably. The rules should be agreed with
the authorities responsible for the safety of the port.
2 All dangerous cargoes delivered to the port
area should be marked, documented, packaged, labelled or placarded
in accordance with the IMDG Code.
3 The segregation of dangerous cargoes should
be in accordance with chapter 7.2 of the IMDG Code as follows:
3.1 Packages/IBCs/trailers/flat racks or platform
containers
|
0 |
= |
no segregation
necessary unless required by the individual schedules |
|
a |
= |
away from –
minimum 3 m separation required |
|
s |
= |
separated from
– in open areas, minimum 6 m separation required in sheds or
warehouses, minimum 12 m separation required unless separated by an
approved fire wall |
3.2 Closed containers/portable tanks/closed road
vehicles
|
0 |
= |
no segregation
necessary |
|
a |
= |
away from –
no segregation necessary |
|
s |
= |
separated from
– in open areas, longitudinally and laterally, minimum 3 m separation
required, in sheds or warehouses longitudinally and laterally, minimum
6 m separation required unless separated by an approved fire wall |
3.3 Open road vehicles/railway freight wagons/open-top
containers
|
0 |
= |
no segregation
necessary |
|
a |
= |
away from –
minimum 3 m separation required |
|
s |
= |
separated from
– in open areas, longitudinally and laterally, minimum 6 m separation
required, in sheds or warehouses longitudinally and laterally, minimum
12 m separation required unless separated by an approved fire wall |
Note
1 For freight containers, portable tanks, lorries,
flat racks or platform containers or rail wagons a distance of 3 m
is equal to the width of a standard 20-foot container, or one rail
track, one trailer lane or, in the case of successive rail wagons,
the longitudinal buffer space.
Note
2 The segregation table shown uses “0”
to indicate that no general segregation is required but those individual
requirements of the Dangerous Goods List of the IMDG Code shall be
consulted. The IMDG Code’s general segregation table (7.2.1.16),
however, uses an “X” instead of the “0” used
in these Recommendations. The difference is intentional, to emphasize
the difference in the use of the segregation tables.
Note
3 “Closed type unit” means a unit
in which dangerous goods are totally enclosed by sufficiently strong
boundaries, such as a freight container, a tank or a vehicle. Units
with fabric sides or tops are not closed type units.
Note
4.1 For dangerous cargoes with a secondary hazard,
the segregation requirement for the secondary hazard should be applied
when it is the more stringent. For cargo transport units containing
dangerous cargoes of more than one class, the most stringent segregation
requirement should be applied.
Note
4.2 Dangerous cargoes in packaged non-containerized
form, belonging to different classes, should not be stowed directly
above each other. This applies to packaged dangerous cargoes belonging
to one class but having different secondary hazards and also to certain
cargoes of class 8.
Note
4.3 Containers, tank-containers and portable
tanks containing dangerous cargoes, where practicable, should not
be stowed directly above each other or overlap. Exemptions should
only be allowed for containers which contain dangerous cargoes of
the same class. This does not apply to containers with different cargoes
of class 8. Where applicable, containers should be stowed in such
a manner as to allow, when applicable, access to the doors and both
sides at all times.
Note
4.4 Dangerous cargoes with toxic (poisonous)
labels or placards should be separated from foodstuffs and animal
feeds.
Note
4.5 The segregation requirements only apply
to dangerous cargoes in storage areas and on vehicles in the port
areas.
Note
4.6 All dangerous cargoes, except for individual
packages, should, where applicable, be separated by a minimum distance
of 1 m in order to permit access.
7.1.15 Explosives
7.1.15.1
Dangerous cargoes
of
class 1 other than division 1.4S should only be permitted to enter
the
port area
for direct shipment to or
from
ships
, unless permitted by the
regulatory authority
.
7.1.15.2 The
regulatory authority
should
establish specific requirements for the
transport
and
handling
of
explosives
, having
regard to the hazards involved and the population density in the vicinity
of the
port area
and any other relevant
circumstances.
7.1.15.3 The
regulatory authority
establishing
these specific requirements should highlight the fact that the classification
of explosive substances and articles, together with the compatibility
group assignment and the Proper Shipping Name, under which the substance
or article is to be transported, shall have approval by the competent
authority of the country of manufacture prior to
transport
in
compliance with the provisions of chapter 2.1 of the IMDG Code.
7.1.15.4 The following precautions during loading
and unloading of explosives should be taken into account:
-
.1 Artificial lighting
Electric lights, except arc lights, are the only form of artificial
lighting permitted during cargo operations involving dangerous goods
of class 1 (requirements for electrical equipment and cables are set
out in chapter 7.1 of the IMDG Code);
-
.2 Radio and radar
During loading or unloading of cargoes of class 1 (except those
in division 1.4), no radio or radar transmitters should be used on
the ship, in cranes or elsewhere in the vicinity, except for VHF transmitters
with a power output that does not exceed 25 W and no part of their
aerial systems passes within the minimum safe distance of 2 metres
from the explosives.
Some articles of class 1 contain initiation systems which are
sensitive to electromagnetic radiation from external sources such
as radio or radar transmitters. Therefore all such equipment should
be de-energized by opening the main switches controlling the equipment
and tagging them to ensure that the devices are not energized until
loading or unloading has ceased.
-
.3 Mechanical aids to stowage
All mechanical aids to stowage, whether power-driven or not,
should be properly maintained and inspected before use to ensure that
they are in a good working condition, comply with an appropriate recognized
standard and are serviced in accordance with the manufacturer’s
maintenance recommendations.
-
.4 Defective packages
Any damaged, leaking, affected by moisture or otherwise defective
package should not be accepted for shipment. No repair of defective
or damaged packages should be permitted on board the ship.
-
.5 Protections against weather
Packages containing dangerous goods of class 1 should be prevented
from becoming wetted since, the danger may, in some cases, be aggravated
by wetting.
-
.6 Security
To ensure the security of dangerous goods of class 1, a responsible
person should be present at all times whilst the hatches are open.
Unauthorized persons should never be allowed access to compartments
where goods of class 1 are stowed.
7.1.15.5 Basic items for consideration by the
regulatory authority
are set out at annex 2.
7.1.16 Radioactive material
7.1.16.1 Radioactive material, assigned to class
7 of the IMDG Code and described in chapter 2.7 of the Code, should
only be permitted to enter the
port area
for
direct shipment or delivery if permitted by the
regulatory
authority
.
|
|
7.1.16.1 When radioactive material cannot directly
go to or from a ship for unforeseen reasons it should only be kept in
port areas with the permission of the regulatory authority.
|
7.1.16.2 Packaged radioactive material should
not be brought into the
port area
unless
it is in conformity with the International Atomic Energy Agency’s
(IAEA) Regulations for the Safe Transport of Radioactive Materials,
and the requirements of the IMDG Code or similar national legal requirements.
7.1.16.3 Packages containing radioactive material
should be stowed and segregated in compliance with the detailed requirements
of sections 7.1.14 and 7.2.9 of the IMDG Code. Guidance on segregation
distances required on shore is set out in annex 3.
7.1.16.4 In the event of any accident involving
radioactive material or packages of radioactive materials or any theft
or loss of any such materials or packages, the
port authority
and relevant national authorities should be notified
immediately. If there is any possibility of loss of containment of
radioactive material, the area should be isolated and the appropriate
contingency plans put into operation.
7.1.17 Infectious substances
7.1.17.1 Infectious substances (class 6.2 of the
IMDG Code) should only be permitted to enter the
port
area
for direct shipment or delivery if permitted by
the
regulatory authority
.
|
|
7.1.17.1 When infectious substances cannot directly
go to or from a ship for unforeseen reasons they should only be kept
in port areas with the permission of the regulatory authorities.
|
7.1.17.2 The
regulatory authority
should
establish specific requirements for the
handling
of
infectious substances, including but not limited to:
7.1.18 Signals
7.1.18.1 The
regulatory authority
should
decide if and when a
ship
engaged in the
transport
or
handling
of certain
specified
dangerous cargoes
in the
port area
, should exhibit by day or by night any special
visual signals.
7.1.18.2 The specified
dangerous cargoes
referred
to in 7.1.18.1 should include:
-
.1
bulk
liquids with
a flashpoint below 60ºC closed cup;
-
.2
bulk
flammable and/or
toxic gases; and
-
.3 explosives (other than division 1.4S), liquid
desensitized explosives assigned to class 3 and solid desensitized
explosives assigned to class 4.1; to the degree specified by the
regulatory authority
.
|
|
7.1.18.2 The reason for exhibiting a day or night
signal is to advise maritime traffic and personnel within the port
area about an increased hazard created by the presence of the
dangerous cargoes listed in 7.1.18.2. Vessels exhibiting such signals
may be subject to the special requirements and special instructions of
the port authority.
|
7.1.18.3 The following four scenarios should be
considered:
-
.1 the
ship
is moored
or at anchor by day;
-
.2 the
ship
is moored
or at anchor at night;
-
.3 the
ship
is under
way by day; or
-
.4 the
ship
is under
way at night.
|
|
7.1.18.3 When practicable, a dedicated anchorage or
berth should be provided for vessels carrying dangerous cargoes listed
in 7.1.18.2 requiring the exhibition of such signals. Special
restrictions may be applied to:
.1 access to the vessels;
.2 radio and radar transmissions;
.3 transiting the anchorage; and
.4 passing of ships moored or anchored.
Port authorities should give consideration to the
separation of ships under way exhibiting the signals required by
7.1.18.1. The port authority may also impose specific separation
distances and regulate the movement of vessels to avoid the passing of
such ships in narrow channels or at bends.
|
7.1.18.4 Where signals are to be exhibited, they
should be:
7.1.19 Communications
7.1.19.1 The
port authority
should
ensure that every ship engaged in the
transport
of
dangerous cargoes
can maintain effective communications
with the
port authority
. When appropriate
and practicable such communications should be carried out by VHF in
accordance with the provisions of SOLAS regulation
IV/7 and complying with the performance standards set out in
IMO Assembly resolution A.609(15) and the requirements of the
regulatory authority
.
|
|
7.1.19.1 Effective communications are a
prerequisite for the safety of the ship and its crew as well as for
the port, its employees, installations and the environment. They are
necessary for the exchange of the important information, such as the
safety of navigation, waiting and berthing orders, and notification or
reporting of incidents.
For ships entering and leaving the port, reporting
locations should be established. Furthermore, ships should be
requested to maintain constant watch on pre-assigned radio channels
while within the port area. The reporting points and listening
channels should be published in the port by-laws, port or terminal
information books and hydrographical publications, for example the
World Vessel Traffic Service Guide.
It may also be necessary to require ships carrying certain
dangerous cargoes to take a suitable telephone on board while
alongside (see Guidance to 7.2.1.2.1).
|
7.1.20 Pilotage and tug assistance
7.1.20.1 The
port authority
should
decide if and when a
ship
engaged in the
transport
of
dangerous cargoes
should
take a pilot on board and/or tug assistance while entering, leaving
or moving in the port area.
7.1.20.2 In making such decision consideration
should be given to:
-
.1 the type of
ship
and
its manoeuvrability;
-
.2 the traffic situation;
-
.3 the layout of the
port area
;
-
.4 the tidal and weather situation; and
-
.5 the categories (classes) and quantities of
dangerous cargoes
carried.
7.1.21 Unmanned barges
7.1.21.1 The
regulatory authority
should
establish specific rules for unmanned barges carrying
dangerous
cargoes
, including but not limited to:
|
|
7.1.21.1 Unmanned barges carrying dangerous cargoes
should be moored in designated areas where adequate access to
emergency facilities such as fire-fighting monitors, fire-fighting
boats or tug assistance is available. A shore-based watchman should
safeguard the barges. He should be provided with adequate means of
communication.
|
7.1.22 Exemptions
7.1.22.1 The
regulatory authority
should
take account of the varying degrees of hazards presented by
dangerous
cargoes
and provide for exemptions from the provisions
of these Recommendations, as appropriate. Exemptions should take account
of nature, class and amount of the
dangerous cargoes
involved
and the specific circumstances of the
port area
.
In all cases it should be ensured that the exemption will not give
rise to a significant risk to persons.
7.1.23 Knowledge of rules an regulations
7.1.23.1 The
port authority
should
appoint at least one
responsible person
who
has adequate knowledge of the current national and international legal
requirements concerning the
transport
and
handling
of
dangerous cargoes
.
7.1.24 References
7.1.24.1 The
port authority
and
terminal operators should ensure that all relevant national and international
legal requirements, guidelines, recommendations or other documents
governing, referring or relating to:
-
.1 the
transport
of
dangerous cargoes
;
-
.2 ships carrying such cargoes; and
-
.3 installations
handling
,
transporting, producing or otherwise using such cargoes;
which have to be consulted within the
port area
,
are readily available at the
port authority
for
reference and are updated as appropriate.
|