Intermediate Bulk Containers ( I.B.C.)handling technics- general cargo ship procedure
An I.B.C. is a disposable or re-usable container designed for the carriage of bulk commodities in
parcels of between 0.5 and 3.0 tonnes. They are interchangeable between transport systems and the design
incorporates attachments to facilitate efficient mechanical handling. Some are designed for carrying liquids.
They are not suitable for pressurised commodities and emptying should be possible without the use of
pressure. They differ from ISO freight containers in size and non-uniformity of shape. Indeed, some are
designed to be modules of the internal dimensions of ISO freight containers .
Intermediate bulk container
Materials and Construction
An I.B.C. may be constructed in either a flexible form, i.e. a bag able to carry dry bulk or liquid, or a
rigid form, e.g. fibreboard, that is either collapsible or non-collapsible with or without a lining. Materials
used for dry bulk bags include woven polypropylene and nylon, P.V.C. or P.U. coated polyester, plastic and
rubber while rigid bins may be constructed of fibreboard (glued or stapled), metal, plastic or a combination
of these.
Commodities
Typical commodities include cement, china clay, sugar, plastic granules, carbon black, sand, powdered
chemicals, syrup, fruit juices, oils, detergent liquids and non-hazardous chemical liquids.
Characteristics
Containers are usually manufactured to a particular customer's requirements for size, material and thus,
the requirements of the commodity to be carried. Plan dimensions are usually compatible with standard
pallet sizesindeed some I.B.C.s utilise a pallet as part of the base. This allows stacking and handling to be
complementary to the stacking and handling of other unit loads.
Bins are usually fitted with access for fork lift tines at the bottom or may have lifting points on top.
The fibreboard bin is constructed from heavy duty double walled corrugated fibreboard which is
sometimes glued and more usually stapled at the joints. Any lining is usually of a light plastic material
designed for one-way use only. Bins may be fitted with a metal frame which improves the rigidity and
facilitates stacking.
Bags are fitted with strapping loops built into the bag to facilitate lifting and may also have a loop on the
under side so that the bag may be easily up-ended for emptying.
I.B.C.s should not be filled with commodities which can damage the material or construction in such
a way as to reduce their overall strength nor should they be filled with more goods than the safe working
load indicates. Appropriate national or international regulations should be complied with, e.g. the
IMDG Code.
Handling
Bags are designed to be handled by fork lift trucks, cranes and derricks using one, two or four lifting
points and it is important that all points are utilised whenever the loaded bag is lifted.
Bins are usually supplied with skids, fork pockets or similar and should always be lifted and handled
using those facilities.
Manufacturers' recommendations for handling should be followed at all times regarding lifting, stacking,
securing and lifting points. Containers should not normally be stacked more than three or four high and only
when construction of the I.B.C. itself and/or the strength of the contents will permit the resulting pressure
of such top weight. Special lifting cradles are often used to facilitate the multiple handling of I.B.C.s and
care should be taken to ensure that the S.W.L. of the cradle is not exceeded.
Stowage
Some I.B.C.s are constructed in such a way and of such dimensions that they are suitable for stuffing into
ISO containers to obtain maximum utilisation of cube and weight. When a container is so stuffed, care must
be taken to ensure all lifting points are easily accessible when stripping the container.
When stowed in a general cargo ship it is advisable to keep I.B.C.s separate from other forms of break
bulk cargo so that they can be readily lifted, handled and positioned using mechanical means. If an I.B.C.
is damaged during handling it should immediately be temporarily repaired to preserve its integrity until the
end of the voyage. I.B.C.s that are designed for one voyage only should not be reused.
Summarized below some more details on general cargo ship cargo handling procedure and operational info:
Suitable safety nets or temporary fencing should be rigged where personnel have to walk or climb across built-up cargo, and are therefore at
risk of falling . More .....
(a) Technological advances in ship design and lifting equipment
(b) Rapid development and increase in the tonnages of bulk cargo
(c) The impact of unitisation, and
(d) The new and modern techniques of refrigeration, particularly with container
carriage. More .....
The MS (Carriage of Cargoes) Regulations 1999 (SI 1999/336) [Regulation 4(1)] specifies that the shipper must provide such information to the operator or master sufficiently
in advance of loading to enable them to ensure that:
• the different commodities to be carried are compatible with each other or suitably separated;. More .....
To achieve compatibility between cargo
owners and the owners of the means of
transport requires knowledge of the
cargo-handling procedures in transport.
These procedures are described with
reference to major characteristics of
commodities and cargoes. . More .....
The copies are forwarded to agents at ports of
discharge to allow the booking and reservation of labour, as appropriate. Relevant details of cargoes, i.e. total quantity, description of package, bales, pallets etc., tonnage, port of discharge,
identification marks and special features if and when separated . More .....
General cargo is a term that covers a great variety of goods. In regard to modern
cargo handling it refers to loose cargo that has not been consolidated for handling
with mechanical means such as unitised or containerised cargo. It refers to individual
items of any type of cargo, bagged or baled items, cases or crates, individual drums or
barrels pieces of machinery or small items of steel construction. . More .....
Advance planning, exchange of information, and continuous ship to shore communication are all critical. All cargoes should be stowed and secured in a manner that will avoid exposing the ship and persons on board to unnecessary risk. More .....
The safe securing of all deck cargoes should be checked by a
competent person before the vessel proceeds on passage. The master is
responsible for ensuring that it is correctly stowed and adequately secured
for the intended voyage. Areas on the deck which are not to be used for
cargo stowage should be clearly marked or otherwise indicated. . More .....
Ship's personnel should not handle fumigants and such operations
should be carried out only by qualified operators. Fumigation should only be
carried out with the agreement of the ship's master.. More .....
Cargoes should be stowed and secured in a manner that will
avoid exposing the ship and persons on board to unnecessary risk. The safe
stowage and securing of cargo depends upon proper planning, execution
and supervision by properly qualified and experienced personnel. . More .....
The process of loading and securing
of goods into a container should follow the IMO/ILO/UN/ECE Guidelines
for Packing of Cargo Transport Units (CTUs). Special care should be taken
when lifting a container the centre of gravity of which is mobile, e.g. a tank
container, bulk container or a container with contents which are hanging.. More .....
Safety arrangements prior to working cargo should ensure that
adequate and suitable lifting plant is available, in accordance with the register
of lifting appliances and cargo gear, . More .....
Suitable safety nets or temporary fencing should be rigged where personnel have to walk or climb across built-up cargo, and are therefore at
risk of falling . More .....
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