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The Code is designed to minimise the dangers to ship from carrying solid bulk cargoes. [2] It provides information on the dangers of cargo, as well as procedures for loading and unloading of cargoes. [2]
Surveys by OOIDA report 80% of drivers are not paid for waiting times while loading and unloading, and the majority of those drivers log these times as off-duty (while regulations require they be logged as on-duty). These same drivers reported they would log these times as on-duty if they were paid reasonably for such delays. [2]
Loading and unloading a bulk carrier is time-consuming and dangerous. The process is planned by the ship's chief mate under the direct and continued supervision of ship's captain. International regulations require that the captain and terminal master agree on a detailed plan before operations begin. [61]
The actual loading may be performed by a third-party stevedore. The moment that laytime commences is determined by a Notice of Readiness (or "NOR"), which the master or agent of the ship must give to the port when the ship has arrived at the port of loading or discharge. The charterparty contract determines the precise meaning of "arrival".
Bottom loading arms. Top loading arms are used to load or unload road or rail tankers.Loading or unloading is done through the manhole on the top of the tanker. Top loading arms can also be used for tight-fill, vapor recovery, marine and other applications when used with specially designed and engineered components, such as vapor plates, tapered hatch plugs, and inflatable hatch seals. [1]
For example, activities undertaken during a typical aircraft gate period include: cargo loading and unloading, passenger loading and unloading, potable water storage, lavatory waste tank drainage, aircraft refueling, engine and fuselage examination and maintenance, and food and beverage catering.
Loading and unloading ships requires knowledge of the operation of loading equipment, the proper techniques for lifting and stowing cargo, and the correct handling of hazardous materials. In addition, workers must be physically strong and able to follow orders attentively. Many longshoremen are needed to unload a ship.
Planners can also load a 40 feet container on top of two units of 20 feet container, this known as a "Russian stowage" or "mixed stowage". [21] Hatch cover clearance – Hatch cover clearance refers to how many "High Cube" (height over 8.6 ft (2.6 m)) containers allowed to load in the hold without preventing the hatch cover from closing correctly.
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