PORT KLANG AUTHORITY

STANDARD OPERATING PROCEDURE

BREAK BULK CONVENTIONAL CARGO

VERSION 1.0

(DATE)

2

PORT KLANG AUTHORITY

PORT KLANG

STANDARD OPERATING PROCEDURE

BREAK BULK CONVENTIONAL CARGO

CONTENTS

Num. Title Page

1. Objective 2

2. Description of Activity 2 - 3

3. Roles and Responsibilities 3 - 6

3.1. Terminal Operator (Northport/Westports) 3

3.2. Shipping Agent 3

3.3. Forwarding Agent 4

3.4. Ship 4

3.5. Stevedore 4

3.6. Transporter 5

3.7. Tally Clerk 5

3.8. Lashing contractor 5

3.9. Equipment Supplier 6

4. Standard Operating Procedures 6 - 22

4.1. Pre-Arrival Meeting 6 - 7

4.2. Safe Access between Ship and Wharf 7 - 8

4.3. Vessel Preparation Time 8 - 9

4.4. Recommended Cargo Handling And Stowage Procedures 9 - 10

4.5. Restrictions During Cargo Operations 11

4.6. Securing Of Cargo 11 - 12

4.7. Safety 12

4.8. Recommended Cargo Gears 12 - 18

4.9. Practices To Be Avoided 18 - 22

Appendix 1 (Pre-Arrival Meeting Checklist) 23 – 25

Appendix 2 (Type of Gangway available at Terminals) 26

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PORT KLANG STANDARD OPERATING PROCEDURE

BREAK BULK CONVENTIONAL CARGO

1. Objective

1.1. The Standard Operating Procedures are intended as a guideline for

handling break bulk cargo at Port Klang terminals.

1.2. Standard Operating Procedures are prepared to describe the

responsibilities of each party involved in the process, operational

recommendations as well as terms and conditions to ensure that

predetermined productivity and safety levels are achieved during

conventional cargo operations.

2. Description of Activity

2.1. Break bulk cargo is a variety of goods that is loaded individually, i.e. in

packaged, bundled or palletised form and not in freight containers nor in

bulk as with oil or grain.

2.2. Before containerisation, apart from bulk, most cargoes were handled as

general cargoes. Even vehicles were handled as general cargo before

the advent of vehicle carriers and RO-RO vessels. Most ships had their

own handling facilities in the form of derricks and cranes. Break bulk

can be delivered straight onto a ship from a truck or train but the most

common way is for the cargo to be delivered to the port in advance of

the arrival of the ship and for the cargo to be stored in warehouses.

When the ship arrives the cargo is then taken from the warehouse to

the quay and then lifted on board by either the ship's derricks or cranes

or by quay or mobile cranes. The discharge of the ship is the reverse of

the loading operation.

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2.3. Loading and discharging by break bulk is time and labour intensive. The

cargo is brought to the quay next to the ship and then each individual

item is lifted on board separately. Some items such as sacks or bags

can be loaded in batches by using a sling or cargo net and others such

as cartons can be loaded onto trays/pallets before being lifted on board.

Once on board each item must be stowed separately.

2.4. To improve handling, most uniform cargo is unitised. The process of

unitising consists of strapping together individual items of cargo to form

a single unit. Ships designed to carry heavy cargoes usually have their

own cargo handling gear in the form of heavy lift derricks or cranes.

3. Roles and Responsibilities

3.1. Terminal Operator (Northport/Westports).

i. To ensure safety and productivity.

ii. To supply stevedoring services.

iii. To supply facilities and equipment e.g. forklifts on the wharf,

trailers for indirect delivery.

iv. To carry out complete safety briefings three (3) times a year to

stevedoring and lashing contractors.

3.2. Shipping Agent.

i. To ensure information and documents received for

loading/discharging of cargo is complete and clear and is then

forwarded to all parties involved within the stipulated time period.

ii. To ensure the ship complies with all requirements for the

loading/discharging of cargo.

iii. To provide appropriate and additional (if needed) gears and

equipment for cargo operation from equipment supplier.

iv. To nominate stevedore and appoint tally clerk, lashing contractor

and transporter (if not supplied by forwarding agent).

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3.3. Forwarding Agent.

i. To appoint transporter.

ii. To ensure transporter arrives at the time that loading/discharging

is specified.

iii. To ensure forwarding clerk is present to identify consignment for

direct delivery.

3.4. Ship.

i. To ensure the equipment on board (e.g. derrick/cranes) is in

operational condition for cargo loading/discharging.

ii. To meet other operational requirements specified by terminal

operator and shipping agent.

3.5. Stevedore.

i. To load and discharge cargo according to a predetermined level

of safety and productivity.

ii. To use personal protective equipment (i.e. safety helmet, vest

and safety boots) to protect against health or safety risks during

operations.

iii. To commence stevedoring work upon safety briefing.

iv. To provide adequate operational equipment in accordance with

cargo requirements during operations.

v. To ensure working hours are maximum sixteen (16) hours

(2 shifts) only including breaks.

vi. To ensure minimum 9 workers for every stevedoring activity at

every hatch handling general cargo (break bulk) as follows:

i. 1 KI (foreman)

ii. 2 KII (winch man & deck man)

iii. 6 KIII (general workers)

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3.6. Transporter.

i. Contractor to the Shipping Agent and Forwarding Agent.

ii. To ensure information and documents for cargo delivery are

clear and complete.

iii. To ensure drivers have the appropriate skills and competencies

in handling specific cargo.

iv. To ensure vehicles/lorries used are appropriate with the type of

cargo handled and cargo is loaded & secured properly taking into

consideration the safety of other road users.

3.7. Tally Clerk.

i. Contractor to the Shipping Agent.

ii. Check, verify and tally the cargoes loaded/discharged with the

documents received.

iii. Impartially record all the details of loading/discharging activities

including mishandling and cargo damages.

3.8. Lashing Contractor.

i. Appointed by the Shipping Agent.

ii. To lash/unlash cargo during loading/discharging operations.

iii. To ensure lashing/unlashing activity is performed according to

the lashing plan.

iv. To use personal protective equipment (i.e. safety helmet, vest

and safety boots) to protect against health or safety risks during

operations.

v. To commence lashing work upon safety briefing.

vi. To provide adequate operational equipment in accordance with

cargo requirements during operations.

vii. To ensure working hours are maximum sixteen (16) hours

(2 shifts) only including breaks.

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3.9. Equipment Supplier (other than those supplied by Terminal Operators

e.g. forklifts on the wharf, trailers for indirect delivery).

i. To supply cargo gears.

ii. To supply loose gears.

iii. To supply any additional gears and/or equipment as requested

by ship/agents.

viii. To ensure gears and/or equipment supplied are in good working

condition and accompanied with necessary valid test certificate.

4. Standard Operating Procedures

4.1. Pre-Arrival Meeting

4.1.1. Discussion between Terminal Operator, shipping agent,

forwarding agent (attendance is mandatory), consignee, shipper

and stevedoring company to coordinate operational, productivity

and safety requirements and other matters related to

loading/discharging of cargo.

4.1.2. To finalize loading and discharging plans taking into account the

following factors:

i. Stowage plan and hatch list – ship/agent shall prepare and

submit clear and accurate copies of stowage plan and

hatch list.

ii. Cargo description to be loaded/discharged.

iii. Number of stevedoring gangs required.

iv. Equipments and gears requirement.

v. Duration of berth stay required.

vi. Vessel preparation time needed (operational needs).

vii. Contingency plans to overcome anticipated problems

during loading/discharging activity.

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viii. Proper coordination to ensure efficient and productive

operation.

ix. All parties shall comply to the requirements of a checklist

as listed under Appendix 1.

4.2. Safe Access between Ship and Wharf

4.3.1 The Master of any vessel which is lying alongside a berth in the port

shall provide between his vessel and the berth a proper gangway

having double rails or stanchions with ropes rove taut through the

same; with the top rail or rope not being less than 3’3” high; and the

said Master shall securely fix one end of such gangway to the deck of

the vessel including safety nets.

4.3.2 Any access equipment provided must be of good construction, sound

material and adequate strength, and free from visible defect. All access

equipment should be properly maintained and be inspected from time to

time at appropriate intervals.

4.3.3 No person shall embark or disembark from a vessel except over the

gangway provided for that purpose by the vessel.

4.3.4 Where such gangway is intended for embarkation or disembarkation of

passenger the Master shall take a further precaution against accidents

by providing a net under the gangway between the vessel’s side and

the berth.

4.3.5 As far as practicable, the boarding arrangements should be sited clear

of the working area and should not be placed where cargo or other

suspended load may pass overhead.

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4.3.6 The Master shall ensure that the gangway is adequately lit from sunset

to sunrise. Gangway or accommodation ladder must have at vicinity a

lifebuoy with line strategically placed and ready for immediate use.

4.3.7 Where in the a case where for a vessel equipped with an

accommodation ladder or gangway unable to provide such access to

ship, a fixed ladder or portable wharf ladder provided by terminal

(please refer to Appendix 2) may be used for access to or from vessel

provided that it is of sound material and adequate length and is properly

secured. The design should be provided with proper handgrips and

footholds.

4.3.8 Necessary precautions shall be taken when in the case of ship’s

accommodation ladder is not advisable to safely landed at wharf. A

common practice to bridge the gap between ship’s suspended

accommodation ladder and wharf with a short brow or wooden plank

that must be properly secured.

4.3.9 Ship crew shall at all times tend to the moorings and gangway taking

into consideration the tidal range in the port.

4.3. Vessel Preparation Time

4.3.1. Vessel preparation time permitted at wharf prior to

commencement of cargo operations (arrival) or on completion of

cargo operations (departure) are as follows:

No. Type of Vessel /

Cargo

Arrival Departure Total

i. RORO 1 hour 1 hour 2 hours

ii. Break bulk 2 hours 2 hours 4 hours

iii. Dry bulk 2 hours 2 hours 4 hours

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iv. Chemicals 4 hours 4 hours 8 hours

Palm Oil 4 hours 4 hours 8 hours

Other liquid bulk 3 hours 3 hours 6 hours

v. Project cargo 2 hours 2 hours 4 hours

4.3.2. Stevedore idling charge and/or overstay charge may be imposed

if the vessel is not ready to commence cargo operation and/or to

depart from berth after the allocated time above.

4.4. Recommended Cargo Handling and Stowage Procedures.

4.4.1. Discharging

i. Cargo/package/bundle/unit on each row must have

sufficient separation to facilitate insertion of slings.

ii. Partial discharging vertically shall not exceed 2 tiers and in

cases such as loose bag, beam, timber as agreed in pre

arrival meeting.

iii. Discharging from wing side shall be done with extreme

care and supervision of stevedore and ship’s crew.

iv. Appropriate gears to be used in consultation with all

parties. However the Terminal Operator will have the final

say where parties are unable to reach a decision.

v. Cargo shall be separated according to types to facilitate

efficient discharging and avoid frequent change of cargo

gears.

vi. Cargo of common mark shall be stowed in the manner that

it can be discharged continuously without having to handle

cargo of different marks to avoid a mix of cargo on the

wharf.

vii. Discharging of cargo which are not as per the declared

hatch list may be delayed and additional charges (sorting

charges) may be imposed.

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viii. Proper dunnage shall be placed between different layers

of cargo.

4.4.2. Loading

i. Appropriate platform/facilities (loading dock) to be used to

facilitate slinging operation by stevedore while handling

from lorries at wharf side.

ii. Cargo/package/bundle/unit on each row must have

sufficient separation to facilitate release of slings.

iii. Partial loading vertically shall not exceed 2 tiers and in the

cases such as loose bag, beam, and timber as agreed in

pre arrival meeting.

iv. Cargo shall be separated according to types to facilitate

efficient discharging and avoid frequent change of cargo

gears.

vi. Cargo of common mark shall be stowed in the manner that

it can be discharged continuously without having to handle

cargo of different marks to avoid a mix of cargo on the

wharf.

iv. Appropriate gears to be used in consultation with all

parties. However the Terminal Operator will have the final

say where parties are unable to reach a decision.

v. Cargo shall be separated according to types to facilitate

efficient discharging at port of discharge (POD).

vi. Cargo received for direct loading shall be by common

marks and lots. Cargo of mix mark will not be handled at

the wharf side for loading and cargo will be rejected if not

assigned buffer area.

vii. Cargo shall be loaded as per declared hatch list. Cargo

received for loading other than as per hatch list may be

rejected or subjected to additional charges.

viii. Proper dunnage shall be placed between layers of

cargoes.

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4.5. Restrictions During Cargo Operation

4.5.1 Daylight Operation:

i. As per Port Klang Authority directive, the following

operation are allowed only during daylight hours:

‘Overside’ loading/discharging.

Special cargo – dangerous cargo, heavy lift,

cargoes requiring Mediterranean Moor, etc.

ii. At the discretion of Terminal Operator and subject to

security requirements, the (Daylight Operation) vessel

may remain at wharf during the night if the wharf is not

required by other vessels. Such vessel may be shifted to

Deep Water Point (DWP) if the wharf is required by other

vessel.

iii. Masters of vessels that are prohibited to work during night

hours may under special circumstances request for such

operations and shall submit an application to the Terminal

Operator who will then forward it to the Port Authority for

consideration.

iv. For vessels that are permitted to work around the clock, if

the vessel’s Master refuses to conduct cargo operation at

night, the Terminal Operator may direct the vessel to shift

to DWP by giving a written notice or may impose overstay

charges if the vessel remains at the wharf.

4.6. Securing of Cargo

4.6.1. Vessels will be permitted sufficient time as stated in para 4.3.1.

to carry out lashing operation prior to departure from wharf.

4.6.2. Details of work required shall be discussed during pre-arrival

meeting.

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4.6.3. Where hot work is required, the necessary permits shall be

obtained in advance from the relevant parties i.e. Marine

Department, Port Klang Authority and Terminal Operator.

4.6.4. Vessel shall carry out progressive lashing as and when the

loading of a particular consignment is completed.

4.7. Safety

4.7.1. All personnel involved at wharf side and on vessel must be

properly attired with PPE and briefed of their task before

commencing operation.

4.7.2. Proper and sufficient lighting shall be provided on the ship and at

wharf side during night operations.

4.7.3. Necessary precautions shall be taken when handling dangerous

cargo as per the Port Authorities Act and By-Laws.

4.7.4. All ship and shore equipment used shall have the necessary

certification required for the purpose that it intended for.

4.7.5. All personnel operating cargo equipment and vehicles shall be

properly trained and certified.

4.8. Recommended Cargo Gears.

4.9.1 The following cargo gears are recommended for the cargo listed

below:

i. TE Sling – steel coils

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Single

Double

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ii. Steel clamp beam hook – steel beams:

iii. Pre slung – hollow section, pipes, long product:

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iv. Wire slings – timber, project cargo:

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v. Pre slung – jumbo bags:

vi. Webb sling – deform bar, project cargo:

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vii. Steel plate clamp – steel plates:

viii. Rope/net/polypropylene sling – loose bag:

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ix. Container sling – container:

4.9. Practices To Be Avoided.

i. Bad stowage:

Improper stowage which is dangerous for stevedore.

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Improper stowage.

Difficulty for stevedore to hook on. Damage to coils due to lack of

dunnage.

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Improper stowage, lashing and lack of dunnage.

Improper lashing and dunnage.

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Poor stowage resulting in damaged cargo.

ii. Poor or insufficient marking:

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iii. Poor packaging/lashing:

Poor packaging resulting in cargo burst.

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PORT KLANG AUTHORITY PRE-ARRIVAL MEETING CHECKLIST

BREAK BULK CONVENTIONAL CARGO

1. Terminal Operator.

i. Name of operator

ii. Name of person in charge

iii. Attendance list (pre-arrival meeting).

iv. Safety briefing

2. Shipping Agent.

i. Name

ii. Email

iii. Contact num.

iv. Person in charge

v. Split account

3. Forwarding Agent.

i. Name

ii. Email

iii. Contact No.

iv. Person in charge

4. Vessel/Ship Details (P5/3rd Schedule).

i. Name.

ii. ID.

iii. SCN.

iv. ETA.

v. LOA.

vi. Draft.

vii. Gross rate tonnage.

viii. Last port.

ix. Year of Built.

Appendix 1

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x. Ship’s crane/derrick quantity.

xi. Ship’s crane/derrick capacity.

xii. Crew’s details/immigration/health.

xiii. Port of loading.

xiv. Wharf location num.

xv. Berthing side.

xvi. Manifest.

xvii. Hatch list.

xviii. Stowage plan.

xix. Integrated shipping document (ISD).

xx. Expected commencement time

xxi. Expected completion time

xxii. Bunkering.

xxiii. Fresh water.

xxiv. Gangway (ship/port supply).

xxv. Garbage truck (Yes/No and quantity).

xxvi. Hot work.

xxvii. Repairs

xxviii. Other services required.

5. Cargo.

i. Type of cargo.

ii. Level of performance (tonne per gang

hours).

iii. MT/packages loaded.

iv. MT/packages discharged.

v. Cargo status (direct/indirect/buffer

stock).

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6. Stevedore.

i. Number of gangs required.

ii. Additional gang/person required.

iii. Type and number of gears to be

supplied.

7. Lashing Contractor.

i. Number of gangs required.

8. Tally Clerk.

i. Tally clerk company name.

9. Equipment.

i. Shore crane.

ii. Tractor.

iii. Forklift.

10. Transporter.

i. Name.

ii. Person in charge and contact details.

iii. Lorry supplied (units).

11. Equipment Supplier (other than supplied by Terminal Operators).

i. Cargo gears.

ii. Loose gears.

iii. Hot work.

iv. Extra repairs.

v. Other services required.

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TYPE OF GANGWAY AVAILABLE AT TERMINALS

Terminals Type/Size

Westports i) 20ft

ii) 40ft

Northport i) 35ft

ii) 40ft

Southpoint i) 20ft

ii) 30ft

iii) 40ft

Appendix 2