ontainer terminals

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Health and Safety Executive

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Container terminals safe working practices

London: Her Majesty's Stationery Office

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© Crown copyright /980 First published /980

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HS(G) series The purpose of this series is to provide guidance for those who have duties under the Health and Safety at Work etc. Act 1974 and other relevant legislation. It gives guidance on the practical application of the relevant legislation, but it should not be regarded as an authoritative interpretation of the law. Enquiries regarding this publication should be addressed to area offices of the Health and Safety Executive, or the general information point, Baynards House, 1 Chepstow Place, London W2 4TF, tel 01-229 3456.

Great Britain. Committee on Container Berth SoIety Container terminals: safe working practices. 1. Harbors-Safety measures-Standards 2. Containerization-Safety measures-Standards I. Title II. Great Britain. Health and SoIety Executive 627'.3 VI021 ISBN 0 II 883302 2

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Contents
Foreword Introduction 1 2 3 5 Members of the Committee on Container Berth Safety Container terminal area 5 Definition of 'container terminal area' Fencing of terminal perimeters 5

Movement control systems 6 Movement control within the terminal 6 Control of vehicle entry 6 Vehicle warning lights 6 Pedestrian and vehicle routes 7 Rules of entry for visitors 7 Road signs 7 Provision of road vehicle grids 8 Layout of grid slots 8 Vehicle waiting areas 8 Control of vehicle entry to grid slots 9 Safety precautions for lorry drivers and passengers

9 10

Medical requirements for drivers 10 Medical examination of drivers of mechanical handling appliances Training of drivers 12 Training of drivers of mobile container handling equipment 12

Container handling 13 Precautions for safe loading and unloading of road vehicles by straddle carriers 13 Restrictions on the use of the grid 13 Handling and securing of containers 13 Oversize or problem container loads 13 Radio links between straddle carriers and Control 14 Stacking of containers 14 Marking of container blocks and rows 14 Means of access to tops of containers 14 Pedestrians 15 Entry of pedestrians 15 Movement of pedestrians within container stacking area Control of pedestrians in high wind conditions 16

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Operational areas 16 Maintenance 16 Lighting 16 Safe areas 16 Unserviceable vehicles, plant and containers Examination of containers 17 Emergencies 17 Emergency signals by Control Appendix 19 Model permit-to-enter system Glossary 22 17 19

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Foreword
This guidance, which was prepared by a Committee including representatives from employers and workers involved in the operation of container terminals, will be of interest to all who have duties under the Health and Safety at Work etc. Act (HSW Act) in connection with the handling of freight containers in docks and other terminals. It gives practical guidance to employers and workers in places where straddle carriers and other mechanical handling appliances are used, and conforms generally with the recommendations of the revised ILO code of practice on safety and health in dock work. The application of the principles it sets out should contribute to the safer operation of container terminals.

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Members of the Committee on Container Berth Safety

Mr Mr Mr Mr Mr R J Seymour (Chairman) A B Brown T Cronin" B King (succeeded by J P Frearson)" Health and Safety Executive Confederation of British Industry Trades Union Congress British Ports Association and National Association of Port Employers (Mersey Docks and Harbour Company) British Ports Association and National Association of Port Employers (Port of London Authority) Port of London Authority Mersey Docks and Harbour Company General Council of British Shipping Overseas Containers Limited National Ports Council British Transport Docks Board (Operations Manager, Southampton) National Docks Labour Board Containerbases Limited Freightliners Limited Railway Inspectorate HM Factory Inspectorate (National Industry Group-Docks) Health and Safety Executive Health and Safety Executive Health and Safety Executive

Mr P H Chambers

Mr Mr Mr Mr Mr Mr Mr Mr Mr Mr Mr

M L Compton= F J Jones S K Cronacher H Lunn J Telfer· L Hall· J R G Wells C St John J P Bates J H Seager A G Davies

Mr M J Mcfintee" Mr W S Twaddle Mr D le M Bell (Secretary)

-Member of the Working Group

Introduction

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The introduction of straddle carriers for handling freight containers led to a number of serious accidents in container terminals which caused considerable concern both to employers and unions in the dock industry. In 1973 HM Factory Inspectorate established a Committee on Container Berth Safety to prepare positive guidance on safe systems of work within container berth areas. The Committee, which included representatives from CBI, TUC, HM Factory Inspectorate and other interested organisations, set up a Working Group to consider the dangers to persons arising from the movement of freight containers and the use of mobile container handling equipment in terminals and to draw up a code of practice for the maintenance of safe and efficient systems of work and the regulation of access. Members of the Working Group visited the principal terminals throughout the country and sought views and suggestions on improvements in safety procedures from both management and trade union representatives. They also visited selected terminals in Sweden, Holland and Germany. The recommendations were developed by the Working Group was based on the best examples of safe working practices amongst the terminals visited which varied considerably according to the nature of the traffic, the size and layout of the terminal and the type of container handling equipment used.
It was found that most of the serious accidents occurring in container terminals involve the movement of straddle carriers, fork trucks or side loaders from which drivers have only very limited visibility. Particular emphasis was therefore placed on preventing people from entering, so far as is practicable, areas where mobile container handling equipment is operating. The Working Group have recommended the fencing of terminal perimeters and the control of movement of people and vehicles within the terminal by the introduction of one-way traffic systems and the segregation of pedestrian routes where reasonably practicable. Detailed recommendations are also set out for the training and medical examination of drivers of mechanical handling appliances. It has been recognised that it would not be possible for all terminals to be reorganised to conform precisely to the safety proposals recommended and it is considered that alternative and equally effective local arrangements would be acceptable.

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Container terminal area

Definition of 'container terminal area' For the purpose of these recommendations, 'terminal' means the area where the operations of receiving, storage, despatch and the interchange of containers between transport modes is carried out primarily by straddle carriers, fork trucks or side-loaders, and embraces associated road vehicle waiting places, Control interchangel grid, stacking areas and associated road vehicle departure. It is intended to exclude the following: (a) terminals which handle significant volumes of containerised cargo and break-bulk cargo together using the same operational areas; (b) terminals and depots which primarily use the Goliath type of crane coupled with a tug-trailer system; (c) all railway terminals and all inland depots; (d) the stuffing and stripping of the contents of containers (e) shipboard and shipside operations-LO/LO and RO/RO vessels.

Fencing of terminal perimeters 2 Except at the waterside, the perimeter of container terminals should be fenced. The fencing should be of mesh or other suitable construction at least 1.5 m high and be of adequate strength and permanency. 3 The object of perimeter fencing is to ensure that all people who want to enter the terminal are directed to the appropriate entry point, thereby facilitating control of people, particularly those who may have no appreciation of the hazards within a container terminal. The height and location of the boundary fence will in most cases depend on the local circumstances and the requirements of HM Customs and Excise. Nevertheless it should not be less than 1.5 m high and may often need to be higher in certain places. In larger port complexes there is a need to separate container handling operations from other port activities and passenger traffic, etc. Where the boundary fence of the port is remote from the container terminal, additional fencing around the container terminal, or at least the container stacking area, is required. 5

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Movement control systems

Movement control within the terminal 4 Management should ensure that the movement of people and vehicles about the terminal is directed and, as far as practicable controlled. A carefully planned flow system of containers and vehicles with clearly marked pedestrian and vehicle routes will facilitate the effective control of people and vehicles within a terminal. In particular, one-way systems for all types of traffic should be introduced, as far as reasonably practicable, into areas where there are conflicting pedestrian/vehicle/container handling equipment movements, for example,at the waterside. There is scope for significant improvements in the layout of some terminals. The width of roadways and avenues should be adequate for the type and volume of traffic concerned. Control of vehicle entry 5 Taxis and private cars should not be allowed to enter or pass through container handling areas or along the waterside of such areas, save in exceptional circumstances, and management should give Control written guidelines indicating those exceptions, and the arrangements to be made to ensure safe passage of such vehicles. Other vehicles not normally involved in container handling should not be allowed to enter the areas without first obtaining permission from Control. The drivers of straddle carriers operating in an effected area should always be alerted before any vehicle is allowed to enter or leave that area. 6 Private vehicles and taxis carrying money, disabled people, instruments and stores are examples of the exceptions which Control may allow. Ideally, the non-escorted; sometimes such escort work can be integrated with security or similar operations. Vehicle warning lights 7 All terminal-based vehicles should be equipped with a suitable yellow flashing warning light which should be used when passing through or working in the areas. 'Terminal-based vehicles' is intended to include mobile container handling equipment. 6

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8 Appropriate pedestrian and vehicle routes to the waterside and ships should be set out by management. These routes should by-pass container handling or stacking areas unless rendered impracticable by site or operational restrictions. The route for pedestrians should be clearly defined and wherever practicable be fenced to prevent people accidentally straying into container-handling or stacking areas. Ideally, the pedestrian route should be the shortest available route to the waterside. On some sites it may be necessary to provide a lay-by/vehicle waiting place at the land side end of the pedestrian route. In larger terminals or port complexes, a frequent internal bus service might be more appropriate. If this bus service is properly used as a means of going to and from the waterside, the provision of pedestrian routes could be reasonably limited. Rules of entry for visitors 9 Except where visiting pedestrians or road vehicle drivers are regular visitors known to be familiar with the terminal's rules, each should be made aware of the rules of entry by written notice, strategically placed notice boards, or other effective means. Steps should be taken to ensure that the master of every ship visiting the terminal has a copy for the information of his crew. 10 Rules in other languages should be available where necessary. The rules should alert visitors to the hazards arising from container handling equipment and container handling operations. Although the duty to alert a ship's crew to the rules of the terminal rests with the captain of the ship, the shipowner's agents should also be made aware of the terminal rules and their co-operation sought. Road signs 11 Signs or signals instructing terminal road and pedestrian traffic to give way to straddle carriers should be erected and maintained at crossing points regularly used by such vehicles, and where appropriate the road surfaces should be clearly marked. Drivers of straddle carriers should be instructed to exercise special caution when approaching such crossings. 12 In most terminals straddle carriers have to cross or pass along internal roads to reach, for example, maintenance or groupage sheds,
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and the object of para 11 is to indicate the rights of way. In some situations the straddle carriers may need to be escorted. Provision of road vehicle grids 13 A grid or grids should be provided and each such grid should be so set out as to provide for either: (a) a one-way flow of road vehicles onto and off the grid, or in and out of each slot; or (b) an adjacent manoeuvring area of sufficient size to permit the safe reversing of road vehicles onto the grid or into each slot. 14 Where, in one-way systems, the routes of container handling equipment and road vehicles are crossing, all movements should be under the direction of Control. Reversing systems should be designed to segregate the movements of container handling equipment and road vehicles. Where straddle carriers are in use, reversing movements of road vehicles should be confined to slot entry only, with straddle carrier approach from the other direction (see para 37). Road vehicles should not be permitted to reverse into an area used by container handling equipment. 15 Control systems for grid movements should be designed to obviate the need for pedestrian staff on the ground. Layout of grid slots 16 If the slots of the grid are laid out in a parallel or echelon configuration, they should be spaced at not less than 6 m centres and should be marked out. 17 People, equipment and vehicles in one slot will sometimes be put at risk by the operations and movements taking place in an adjoining slot. The required 'safe' area between slots will need to be assessed locally in the light of the grid layout, the width of straddle carriers used and other operational factors. Hatch marking of 'safe' areas should be considered. Vehicle waiting areas 18 An area or roadway, or part thereof, should be provided for vehicles queuing to enter the grid. The area or roadway should be clearly signposted and marked out. 8

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19 Where appropriate, welfare amenities and refreshment facilities should be reasonably accessible to vehicle waiting areas. Control of vehicle entry to grid slots 20 The entry of road vehicles to the grid slots should be so controlled to ensure that the grid does not become a road vehicle waiting area. 21 The number of vehicles allowed on each grid at anyone time will vary according to the number of straddle carriers in use. Ideally the ratio of road vehicles to carriers should not exceed 3 to 1. Safety precautions for lorry drivers and passengers 22 Control staff should ensure that: (a) any passengers carried in visiting container lorries alight from the lorry before it is driven into the grid slot and that the passengers wait in a waiting-room or other safe place provided by management; management should also give special consideration to the problem of children carried as passengers without adult supervision other than the driver. (b) any animals are securely shut in the lorry cab; (c) container securing equipment or twistlocks are released before the road vehicle moves into its grid slot and are not resecured until the road vehicle has left the slot; (d) the lorry driver leaves his cab and stands a safe distance from his lorry (forward of his cab if serviced by a straddle carrier) or in a nominated safe area before the unloading and loading of the containers commences; (see also para 40); (e) the lorry driver remains in that position until the container handling equipment has departed; <0 the container handling equipment drivers are notified when twistlocks are found to be jammed or required manual operation whilst the vehicle is in the grid slot. 23 These recommendations are intended to reduce, as far as possible, the number of people at risk on the grid. 24 The object of (c) is to remove, as far as possible, the need for drivers or grid staff to approach containers during the loading and unloading operations when there is often a serious risk of being struck by container handling equipment; the exceptions are dealt with in (f). 9

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25 Experience of the application of (c) shows that an unsecured container will remain safely in position on a road vehicle if the vehicle is driven on and off the grid with reasonable care. Rigid adherence to (d) and (e) is essential, as accident experience shows that there is a clear risk of injury or death arising from the misplacement of containers or over-running of container handling equipment, to persons who remain in vehicle cabs during the loading and unloading of equipment. Visiting lorry drivers are often not fully aware of the limited visibility afforded to drivers of container handling equipment. In (d) 'a safe distance' means a few feet, assuming that the lorry driver does not leave the operational area. 26 The use of vehicles equipped with retractable twistlocks of the type which need to be held manually in the raised position during loading of a container onto the vehicle, is not recommended.

Medical requirements for drivers

Medical examination of drivers of mechanical handling appliances 27 Before employing any person as a driver of mechanical handling appliances, the employer should arrange a medical examination in accordance with the recommendations below. 28 Continuing fitness for this employment should be monitored by further examination as follows: (a) after an illness or injury, if it appears likely that the illness or injury may affect fitness; and in any case, after a sickness absence (due to illness or injury) lasting more than one month; (b) after an accident in which the driver sustains an injury likely to impair his driving ability or in which it is considered that medical reasons may have caused the accident; (c) "every seven years up to age 50, every two years from ages 50 to 60, and then annually. 29 Unless arrangements of this kind are already in force, employers should arrange for the medical examination of all drivers as soon as possible. 30 Full and confidential records should be kept for all medical examinations undertaken. These records should be retained by the responsible physician as long as driving employment continues. 10

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31 The medical examination should include: (a) a full medical and occupational history; (b) a clinical examination with particular reference to
(i) general physique

(ii) sight
(1) Distant vision; either eye should not be less than Snellen

6/12 corrected or uncorrected, and not less than 6/36 uncorrected in the worse eye. (2) Near vision; not less than N8 corrected or uncorrected (in either eye). (3) Binocular vision. (4) No diplopia. (5) No limitation of visual fields. (6) Stereopsis must be column 4, 5 or 6 in Keystone Vision Screening Test. (7) Testing of colour vision (especially the ability to distinguish between red and green) by a suitable test.
(iii) hearing; persons with normal hearing must be able to hear a

forced whisper at 24 ft. Persons using hearing aids must be able to hear a warning shout under noisy working conditions. (iv) upper limbs; adequate arm function and grip (both arms). (v) lower limbs; adequate leg and foot function (vi) spine; must be adequately flexible for the job concerned (vii) general; mental alertness and stability with good eye, hand and foot co-ordination. (c) Anyother tests which the examining doctor or nurse considers necessary or which may be recommended in supplements to this guidance note. Exclusions 32 Some medical conditions are likely to be a bar to employment on driving duties. Among these are: (a) any disease or disability liable to interfere with the driver's (or controller'S) safety or the safety of others; (b) mental subnormality and psychiatric instability; (c) epilepsy
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(d) vestibular disorders and disorders of balance (Meniere's disease, cerebellar disorders, etc); (e) history of coronary occlusion or angina pectoris; (0 diabetes; (g) neurological diseases.

Training of drivers
Training of drivers of mobile container handling equipment 33 No person should be allowed to drive any straddle carrier, fork lift truck or other type of mobile container-handling equipment on the operational berth, unless he has satisfactorily completed a suitable training course and his ability to drive that class of equipment has been tested by, or on behalf of, his employer. Drivers under practical instruction (i.e, receiving practical operational training) should be under the effective supervision of a trained and experienced instructor of that class of equipment. 34 The kind of training likely to satisfy this recommendation is that which is designed to integrate fully the necessary health and safety content, with training the driver to carry out the functions of driving the class (or classes) of mobile-container-handling equipment which his employer will require of him. The training should be properly phased, and of adequate duration to allow trainees with different rates of progress to receive the necessary theoretical and practical training, and ensure proficient and safe operation at all stages of the training. The trainee's ability to drive should be tested by a theoretical and practical objective test performance, to ensure that a successful candidate can demonstrate the theoretical knowledge and practical skills necessary to drive and operate the class of equipment on which he is tested, safely and efficiently. It should be appreciated that no off-the-job test procedures, however thorough, will be able to determine full competence in the working environment and that consequently on-the-job planned related experience forms an essential of all such training. Refresher training and refresher experience may be necessary for any driver who has not operated a particular class of equipment for a substantial period of time. 35 There should be an alternative form of driver ability certification available for fitters, engineers and others who may have proper reason 12

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to drive container handling equipment without entering fully into the container operation of the terminal. 36 A scheme for the training and testing of van carrier drivers is set out in Equipment Evaluation-the Operation of Clark Van CarriersMain Report 1973, published by the National Ports Council. The certificate may be issued to drivers who have passed a proficiency test. An example of a scheme for training and testing is that operated by the National Dock Labour Board.

Container handling
Precautions for safe loading and unloading of road vehicles by straddle carriers 37 Straddle carriers should, during container loading and unloading operations, always approach and leave via the rear end of the vehicle; this is universal practice.

Restrictions on the use of the grid 38 Except as provided for in para 22(f) or in an emergency, the grid should be used solely for the purpose of lifting containers on or off road vehicles. Inspection of the vehicle, its twistlocks or its container and the sealing on containers, should not be permitted whilst the vehicle is in the grid slot. Handling and securing of containers
39 The handling and securing of containers should be carried out in accordance with International Standards or other methods giving an equivalent standard of safety within the terminal. A suitable standard is BS 3951: Part 1: Section 1.5.

Oversize or problem container loads 40 Wherever oversize or problem container loads cannot be loaded or unloaded safely at the waterside or at the grid, such loads should be removed to an area designated for that purpose.
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Radio links between straddle carriers and Control 41 Management should provide and maintain radio links or other equivalent means of communication between straddle carriers and Control. Control should check the links at the commencement of each shift. The driver of a straddle carrier should not switch off the radio link when the carrier is in use; this requirement is considered essential for safety wherever straddle carriers are used. Stacking of containers 42 Containers should not be stacked more than one high within 20 ft of any building where there is a risk to people in the building arising from the mishandling of containers or where there is a risk of gusting winds affecting the stability of any stowage in the vicinity of the building. The ends of rows of stacked containers should be stepped to improve visibility for mechanical handling appliances moving on to avenues from lanes etc. The sight level of the driver of container handling equipment should generally be above the level of the maximum height of stacked containers. Where this is not practicable, the ends of rows of stacked containers should be stepped down to improve visibility at the junction between rows and avenues. Gaps should not be specifically provided for escape purposes. Marking of container blocks and rows 43 Container blocks and rows should be clearly identified by ground or other markings, which should be maintained. Such identification is required for the purposes of the permit-to-enter system (see Appendix
1).

Means of access to tops of containers 44 Suitable means of access to tops of containers should be provided where necessary. The following equipment may be used: (a) Lighting column trucks-for all heights; (b) Suitably positioned ladders secured to straddle carriers-for all heights where space limitations prohibit the use of (a); (Additional means to enable the person to step safely onto the container top may be necessary in certain circumstances.) 14

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(c) Conventional fork trucks when fitted with working platforms in accordance with guidance issued by HM Factory Inspectorate; (d) Aircraft type steps-for 'one high' stacks or containers on road vehicles; (e) Portable ladders with retaining fittings-for 'one high' stacks.

Pedestrians
Entry of pedestrians 45 No person should be allowed to enter on foot or walk about a container stacking area without authorisation, and such authorisation should be recorded by Control. 46 A model permit-to-enter system, which is set out in Appendix 1, embodies all the features considered desirable. However it is realised that a system exactly on these lines is unlikely to be suitable, in toto, for anyone terminal and that local variations will be necessary. 47 If the management decide that it is not necessary for the actual permit itelf to be in writing, then some other written record should be made. This could be on the shift report or in some separate record book. The record should contain at least the following information: (a) the number of persons, date, time, place and duration of entry; (b) that drivers of straddle carriers and other plant have all acknowledged the information; (c) that the permission is cancelled after the person has reached a place of safety and that drivers have been informed and (d) the name of the person giving permission to enter. 48 Whatever the local arrangements for permission-to-enter are, it is essential that formal procedures are set out in writing, so that all personnel can follow them without the risk of verbal misunderstandings. Movement of pedestrians within container stacking area 49 Any person who has entered with permission should radio Control to obtain clearance before leaving or moving to another part of the container stacking area. Any precautions taken prior to the granting of permission-to-enter should remain in force until the holder of such permission has satisfied Control that he has left the stacking area and reached a place of safety.
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Control of pedestrian in high wind conditions 50 No person should be permitted to enter a container stacking area on foot if there is reason to anticipate container movement due to wind. At some terminals, gusting winds (probably of force 7 at least) have disturbed loaded and empty containers. The circumstances in which this should apply will have to be decided locally at each terminal, but wind speeds which necessitate waterside cranes being taken out of service are often used as a guide.

Operational areas
Maintenance 51 All areas in which mechanical handling appliances operate should be kept free of pot holes, rubbish and unnecessary obstructions. Differences in levels should be ramped or chamfered, and excessive accumulations of oil should be removed from all-ground surfaces or otherwise neutralised. 52 Unsafe areas, or operational areas required by construction/ maintenance personnel, should be effectively marked off with bunting, or with high visibility or fluorescent tape and flashing warning lights. Lighting 53 All operational areas and access to them should be provided with sufficient and suitable lighting. Work should cease if visibility is adversely affected, by fog or any other cause, to such an extent as to make working conditions unsafe. Illumination in the range of 10 to 15 lux" is considered sufficient for most operational areas but 15 to 20 lux is recommended in areas where loading and unloading is carried out.

Safe areas
Unserviceable vehicles, plant and containers 54 Unserviceable vehicles, plant or containers should not be repaired in the container handling or stacking area except
-I lux

1 lumen per square metre (1 lx

1 Im/m2)

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(a) where it would be dangerous to remove the vehicle, plant or container;

or
(b) the repair work can be carried out with safety under the permission-to-enter system. 55 Unserviceable vehicles, plant and containers should be clearly marked to ensure that they are not taken into use until they have been repaired. Examination of containers 56 Safe areas with safe means of access should be made available for the examination and sealing of containers etc. by HM Customs and Excise, Port Health and other authorised personnel, and all such examinations etc. should normally be carried out in those safe areas. Examination within the stacking or operational areas should only be carried out when removal of a container to an examination or sealing area is impracticable. 57 Where a vehicle or container on a vehicle is being examined or sealed by HM Customs and Excise, Port Health authorities or other authorised personnel who have advised Control of their presence, Control should take positive steps to prevent the movement of any vehicle in close proximity thereto. HM Customs and Excise have agreed that their officials will, whenever possible, advise Control of their arrival at a vehicle to be examined, except where the circumstances are such as to render such .notification unnecessary.

Emergencies
Emergency signals by Control 58 In an emergency such as fire or accident, Control should radio a clear instruction or signal of such a nature as to be immediately recognised as an emergency signal, whereupon all operations in the terminal should cease until such time as the nature and effect of the emergency has been clarified. Likewise, in the event of a failure of radio communications, all operations should cease until either the radio communications are restored or effective alternative arrangements are made. Any necessary movement of vehicles or equipment during an emergency should be carried out under Control.
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Appendix
Model permit-to-enter-system 1 No person should enter on foot or walk about a container area without first obtaining written permission. 2 Before Control issues a permit, the entry of mechanical handling appliances to the block (stack) or section thereof should be prohibited by radio instruction to each driver, and the work of each carrier etc, should be programmed to ensure that it is not directed into the isolated block or section (an isolated section should never be less than four rows/three lanes). 3 The driver's acknowledgment of the prohibition should be recorded on the permit-to-enter. 4 An authorised person should wear a high visibility jacket which, by its colour, distinguishes him from people not holding permits-to-enter. 5 The person or group should be given a two-way radio transmitter with operating instructions. 6 The person in charge of the party should radio to Control to obtain clearance of leave or move to another part of the block or container stacking area. 7 The permit-to-enter should not be cancelled until the holder has handed it to Control or has informed Control by radio that he has reached a place of safety. 8 A model permit-to-enter form embodying these principles is set out on page 21. The following notes should be read in conjunction with the form. (a) The man requiring entry applies to Control for a permit. (b) The shift controller completes Part 1 and hands the top copy to the man in charge of the party. (c) The controller advises carriers of the intended entry to the stack, the time and method of transport and route to be taken. Drivers' acknowledgements are logged on the second copy in Part 2 and the time at which entry to the stack was completed is also noted. (d) Drivers note the rows to be closed on a board provided in the cab; this board is passed to new drivers who acknowledge that they have taken over the machine and understand which rows are closed by using their radio to Control. Control notes driver changeovers and time on the second copy in Part 2.
Previous page is blank

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(e) When shift controls change, current permits are handed over. The new controller checks by radio that new shift drivers have permit noted and understood, and then logs their acknowledgements and time on the second copy.
(f) When people wish to leave the 'isolated' block or section, they

radio for permission to do so and this and the time is noted on the log. Carriers are warned and acknowledge, and this is also noted with the time. The man is then given permission to leave and times are again noted. (g) If terminal staff are in the block, the controller completes Part 3 and cancels the permit when verbally advised that men are clear; carriers are advised and required to acknowledge. If non-terminal staff e.g. customs officers, are in the block, the leader of the party (the recipient of Part 1) completes part of his copy, hands to controller, who cancels the permit. The time of cancellation is noted. 9 The reverse of the top copy will state that: (a) the permit is not transferable; (b) limits of time and area must be strictly followed; (c) no one must leave block without permission from Control; (d) the permit must be returned to Control for cancellation. 10 Note convention used for rows and lanes. The men in the block will be using lanes, and therefore are interested in lane numbers, while straddle carriers will use container row numbers.

If men are in lane 4/5 then rows 3, 4, 5 and 6 must be closed. If men are in lane 3/4, 4/5 and 5/6, then rows 2,3,4, 5, 6 and 7 must

be closed to ensure that there is a buffer zone of at least one lane between the man and working straddle carriers.

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Permit to enter container stacking area
Part 1 Access is permitted Block· Date No. of men '-Description of work:
...J

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as detailed: Lanes" 1 __ .... Time liTo

Berth no:1 I..__

--I

---'I re ] __ L.
1..1 __

--,I
--'

Avenue"

. 1...

---'
.J

Employed by '--

Personnel on foot Own transport Terminal transport Mobile plant prohibited Rows 1 to en1Br To To site From site

Radio L.iss-u-ed-;I==~~....,I---J-a-ck......Jets Returned

issued '"I Returned

---""1

Permit entered on pianO

1'--__ --'
(Sign)

Permit issued by . . . . . . . . . . . . . . . . . . . . Senior controller To ·Delete or complete as appropriate Position ..........................

(Sign)

Part 2 Mobile plant log Driver Machine no. Activity Entry advised Entry complete Driver change M/C in service Driver change Exit request Exit advised Exit authorised Exit complete Permit cancelled

Part 3 Work is completed, Signed Time

L-

all men and equipment

are clear

Name & position

--'

Date

L-

__'

Permit cancelled by

Senior controller

(Sign)

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Glossary
Mechanical handling appliance Includes straddle carriers, side-loaders and fork trucks but excludes rail mounted or non-mobile cranes. Waterside The area of operations adjacent to the ship and the quay cranes. Grid An area clearly designated and set aside for the loading and unloading of containers to and from road transport by mechanical handling appliances such as straddle carriers. Pre-loading (Pre-mounting) grid An area clearly designated and set aside where trailers are left for subsequent loading or unloading. Slot (bay) A marked out sub-area of the grid, sufficient to accommodate the largest container carrying road vehicle. Stacking area An area clearly designated and set aside for the storage of containers, generally in rows and stacked one upon another. The stacking area is divided into blocks by avenues. Block (stack) A sub-area of the stacking area generally separated from other blocks by avenues and clearly designated for planning and control purposes. The block is divided into rows of containers by lanes. Each row is also clearly designated for planning and control purposes. Avenue A wide thoroughfare between blocks intended for the passage of terminal mechanical handling appliances proceeding between the stack area, the grid and the waterside. Lane A relatively narrow space between rows of adjacent stack containers intended for the use of mechanical handling appliances while placing or removing containers into or from the stack.

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Control The control function permanently manned during operational hours, whence all movements of containers and vehicles are controlled and where communications with straddle carriers, cranes, ground controllers, marshalling area controllers, grid controllers, entrances and exits etc; are maintained by telephone and radio. A responsible member of the management or supervisory staff will be in charge of Control and his duties and responsibilities will be clearly defined and understood.

II T020519

0004953

737 II

Printed in EnsIand for Her Majesty's Stationery Offioc by Hobbs the Printers of Southampton {2670) Dd022718 K80 2180 0327

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