Transport Drawings

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Transport Drawings, ship discharge and Urgent cargo Delivery
The use of transport drawings
TPS works closely with Sinotrans for the land based delivery of cargo ex China and other overseas destinations to theCape Preston mine site. There are differing compliance and regulatory requirements for the land transport between China road operations and those compliance requirements that exist in Australia.
The use of transport or mechanical drawings are a pre requisite for planning and development of the road transport delivery programme to safely deliver cargo ex ship side to lay down areas or to site. The use of these drawings assist in the planning, selection of equipment and handling and securing of these cargoes onto road trucks for final delivery to site in advance of the vessel arrival.
This is most applicable for cargo pieces that exceed the general transport envelope as defined by single pieces that exceed the following dimensions as a general rule. The supply of these drawings in advance of the ship arrival provides for timely planning and safe execution of the delivery. General Transport envelope,
Length 12m
Width 3.5m
Height 2.8m
Weight greater than 20tonnes
For any single piece that exceeds the above dimensions TPS may request further information which will include a drawing with lift points, COE and a schematic and photographs if available to assist in the development and selection of appropriate transport equipment to move the cargo to site. This information is then used to establish load restraint, crane requirements for loading and unloading, axle weight distribution and equipment to ensure the road transport task is carried in compliance with all regulatory and MRWA compliance requirements as issued with the appropriate permit to effect transport to site and the unload at site.
The provision of specific cargo details assists in increasing our awareness and preparedness to transport these items and maintain the required compliances and safety protocols. TPS in the first instance reviews the packing list, the accuracy and the cargo description provides us with an indication of the general road requirements. For cargo that falls outside the General Transport Envelope as above we request further details to assist with planning . MCC as consignee and sender of the cargo has a requirement to provide sufficient freight details.
TPS, Sinotrans, MCC and CPM all have a responsibility under the chain of responsibility to ensure all compliance requirements are met in the delivery of cargo to site. As TPS is the predominant road contractor it has a further responsibility to the project to provide specialist advice to Sinotrans to ensure the road operations are carried out in a compliant manner that ensures all the stakeholders are protected under the chain of responsibility.
Whilst the provision of drawings is not a direct legal requirement, TPS Sinotrans and MCC under its responsibility would be remiss if we loaded cargo without such an important management tool that improves safety and road transport regulation.
Large oversize Cargo Restrictions
Over height: The standard transport envelope as detailed earlier shows a cargo height of 2.8 m based on an average trailer height of 1.6 m for a total loaded height restriction of 4.3 m. For any cargo over the above loaded height we need to use more specialised equipment ∙Drop Decks
∙Low loaders
∙Floats
∙Platform trailers
Each of the above reduce the overall height of the cargo when loaded, once we exceed 4.3 m with the lowest trailer approx 900mm we have to start reducing to single trailers and we have to apply for single trip permits and over height permits. Above a loaded height of 4.3 we have to apply for Western Power permits allowing transit of over height cargo on a pre determined route. We allow 2 days for an over height and Western Power permit
In relation to this project we deal predominately with Dampier and Port Hedland, both ports have differing height restrictions.
Dampier
There is a power line that crosses the Burrup rd that has a maximum clearance of 7.4 m for any cargo piece that that exceeds this loaded height we are unable to berth vessels Dampier and road transport to site. This equates to a maximum cargo piece height of 6.5m.
Port Hedland
Port Hedland has a restriction of 6.6m loaded height or 5.7m, however the power lines at Roebourne can be dropped or lifted pending the height and we can transport cargo pieces up to 8m loaded height. However once we start to look at these heights it is reviewed on a piece by piece task and subject to Western Power route surveys. Transmission wires can expand and contract and occasionally road works can increase the road height reducing the under wire clearance. Additionally Western Power has different clearance pending the size of the transmission line and the voltage carried as such they do not publish tolerance but we need to directly engage Western Power to review and conduct required surveys. In order to procure these services we require a minimum of 3 weeks’ notice to carry out this work and process the necessary permits. As a result all planning needs to reflect this required lead time.
Over Width Restrictions:
The over width restrictions apply equally to both Port Hedland and Dampier Ports when it comes to MRWA (Main Roads Western Australia ) regulations however each Port has its own restrictions
requiring some road and security hardware movements that require advance notice and have some limitations .
For any over width movement that exceeds 3.5 m to 4.5m we require a standard escort vehicle and associated permit and we are restricted to day light travel. For cargo from 4.5m to 5.49m we require 2 pilots associated permits and restricted to day light travel. Planning and permit lead time 2 days Cargo that exceeds5.49 m requires two standard escorts and additional police escorts, in order to procure police escorts we have to book regional police resources through the Perth office and provide a range of dates this requires a minimum of two weeks notice to the police
For Cargo that measures 8.5 m plus we have to make specific application to MRWA and we are restricted to night moves that require road closures , traffic management and full escorts as above and as a general move we require3 months preparation time to procure a Transport Management Plan (TMP) that is submitted to MRWA for authorisation. TPS has carried out this type of move for the Sino Iron Project for cargo up to 10m wide from Port Hedland and given MRWA acceptance of our previous plan we would expect that should this be required again we anticipate a lead time of 4 weeks to make a similar move on the same route. ( Port Hedland to Cape Preston)
Over length:
Once cargo exceeds 13m we start to utilise extendible trailers which are generally run as single trailers. An extendible can generally transport cargo up to approx 26m with a permitted over hang. There after cargo lengths in excess of 26 m we will require and jinker. N.B. the 26m on extendable is still subject to axle weights being maintained and as such subject to review. If the weight of the cargo when loaded exceeds the axle capability we may need to place the shorter lengths on jinkers. Urgent Cargo Nomination
and Delivery Schedule
Sinotrans and TPS recognise that the MCC construction schedule and supply chain needs to be matched to ensure timely execution of delivery and providing MCC with sufficient time to construct the cargo pieces in line with their delivery of the project milestones.
It is noted that there will be times when the alignment of the procurement and supply chain process needs to be used to prioritise cargo pieces that are late in supply and could hold up construction as a result.
To effect delivery of urgent items the supply chain is required from time to time to make provision and have a system to deal with delayed cargo. The early identification and separate consolidation prior to ship loading from the port of export is a requirement pre shipment to isolate these pieces.
Operational requirements, shipping, road transport and lay down considerations effecting urgent cargo delivery
To better determine and to effect if early delivery of urgent cargo can be accommodated the following basic principals need to be understood.
∙The number of ports where cargo is loaded
∙That the first port to load cargo if multiple ports are required then the first port of loading will effect cargo being loaded into the lowest hold
∙Any subsequent ports cargo will progressively be loaded from the lower hold through to the tween decks and the weather deck
∙General rule is that cargo loaded first on the vessel will be last off the vessel. Which under normal circumstances will be the first cargo to be delivered unless the delivery program can be commenced whilst discharge is being carried out
∙Cargo placement on the vessel is always subject to stability factors controlled by the master who has final say on cargo placement even if this is nominated as urgent cargo
∙The discharge of vessels once at the WA ports does not always follow a set and predetermined pattern to effect the recovery of urgent cargo based on stevedores unloading equipment and the setting of specific rigging to maximise the unload and discharge productivity.
∙The discharge of oversize cargo when at the port of Dampier is restricted to daylight hours only, that may require stevedores moving from hold to hold to maintain discharge during the day to clear oversize cargo and maintain continuous unload on the nightshift. This is not conducive to the recovery of urgent cargo
∙Due to the rotation of loading of multiple port pickups the placement of urgent cargos that are loaded early or in the middle of the vessel will not lend itself to consolidated discharge and delivery
∙The unloading of cargo on the night shift which is 50% of the discharge time may not enable the cargo to be separated into an accessible place in the lay down yard if the yard space is at a premium if operating at close to maximum storage capacity. This will not assist in quarantining urgent cargo for the day time delivery. If cargo cannot be successfully separated then it will be buried behind following cargo discharging for the balance of the night shift.
∙The nomination of urgent cargo volumes should not exceed more than 30% of the total volume transported, any volume in excess of these volumes will only see the
cargo delivered as it becomes available from the stockpile of cargo, negating the urgent delivery requests
The overall size of consignmentby volume M3, tonnage or number of separate pieces can also effect the handling and sorting of urgent cargo. Some vessels with 800 plus pieces can be problematic by virtue of volume and multiple MMTs
Whilst the above are factors to be considered the close communication and early planning can facilitate reasonable urgent cargo delivery requests. However it is important to note that early identification of the urgent cargo pre shipment will enable Sinotrans to review load position and discharge planning to facilitate early access upon arrival at the port of recieval. Sinotrans will require advanced notice for port recieval and the quarantining of nominated urgent cargoes to facilitate its placement on the vessel to effect the above.
The above information provides MCC with a guide line but when ever cargo weights and sizes are close to tolerances we are required to check closely the regulations governing the move. Western Australia has very strict rules that we as a project need to comply with failure to meet these requirements will ground cargo and we will face commercial penalties. The information regarding weights is crucial to maintaining compliance the dimensions whilst very important we can verify and check for discrepancies and adjust the transport methodology if required.。

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