Best Practice Guidelines For Safe (Un)Loading Of Road Freight Vehicles
Best Practice Guidelines forSafe (Un)Loading ofRoad Freight Vehiclescovering Technical, Behavioural and Organisational AspectsIssue 1 - December 2013
Table of ContentsTable of Contents 2Introduction 3Scope and objectives 3Part A: Organizational and Behavioural aspects 41.Behaviour Based Safety 42.Roles and responsibilities 93.SQAS and ESAD 184.Emergency response plan 195.Applicable legislation 216.Communication skills of drivers and operators 22Part B: Technical aspects 237.Technical requirements (un)loading sites 238.SULID: Site (Un)Loading Information Document 249.Information, instructions and training for drivers and operators 2610.Personal Protective Equipment (PPE) 3011.Unloading scenario’s bulk liquid 3312.Couplings and hoses for bulk liquids and gasses 37Contact list 45Part C: Annexes 461.Annex 1: Example Risk assessment for Bulk Solids Unloading sites 462.Annex 2: Pictorial examples of Access/ Egress to the (un)loading area 473.Annex 3: Examples Behaviour Based Safety Observation reports 494.Annex 4: Roles and Tasks for load securing in Cargo Transport Units 525.Annex 5: Hierarchy and lists of applicable legislation 536.Annex 6: Best Practice Guidelines 577.Annex 7: Examples of Risks and Risk mitigation for (un)loading operations 588.Annex 8: (Un)loading expressions / list in English 649.Annex 9: Examples of pictographic loading instructions 65DISCLAIMERThis document is intended for information only and sets out guidelines for the safe (un)loading of road freight vehicles(bulk, packed & liquid). The information provided in these guidelines is provided in good faith and, while it is accurate asfar as the authors are aware, no representations or warranties are made with regards to its completeness. It is notintended to be a comprehensive guide for the (un)loading of road freight vehicles (bulk, packed & liquid). Noresponsibility will be assumed by the participating associations (CEFIC, ECTA, FECC) in relation to the informationcontained in these Guidelines. Each company should decide based on their own decision-making process to apply theguidance contained in this document, in full, partly or to adopt other measures.2
IntroductionContinuous efforts to improve safety during the transport and the associated handling of chemicalsare part of the overall aim to improve safety performance of both the chemical industry and thetransport industry.Statistical analysis of accidents indicates that 80% of transport-related incidents and accidentsoccur during loading and unloading operations. Further detailed analysis shows that in 90% ofthese cases, the human factor is the root cause.It is therefore essential to increase safety during loading and unloading.These guidelines offer best practice guidance regarding the safety of loading and unloadingoperations of road freight vehicles from an organizational, behavioural and technical point of view.Guidance on processes and equipment should reduce the number and consequences of interfacemismatches, thus intrinsically improving the safety of (un)loading operations and therefore theentire supply chain.The previous guideline: Behaviour Based Safety Guidelines for the safe loading & unloading ofroad freight vehicles. Issue 2 March 2007 served our industries well in providing a clear guidanceon who is to be expected to perform what task thereby largely standardising the organisational partof the (un)loading process.That part of the guideline is a best practice now and makes its appearance again in chapter 2Roles and responsibilities of this revised guideline with some minor additions and clarifications.The implementation of a Behaviour Based Safety management system has proven to be veryeffective in reducing incidents on chemical manufacturing sites but only makes it first steps in thelogistics industry today. Chapter 1: Behaviour Based Safety of this guideline shows the reader theindustry’s best practice today and is a significant development of the second chapter of theprevious ‘BBS guideline’.More technical best practices on standardisation of equipment (i.e. Technical requirements, PPE,couplings) and processes (i.e. SULID, info and instructions, communication) can be found in PartB: Technical aspects of the document.In all circumstances, the applicable national or international regulations take precedence over therecommendations made in these guidelines.The guidelines are of a voluntary nature. Individual companies may decide to apply the guidelineseither in full, or partly, according to their own judgment and in light of the specific circumstances.The writing of guidelines in itself is the subject of continuous improvement.This guideline is not meant to be printed on 66 glossy pages.The guideline contains several cross references and external hyperlinks and isdesigned to live its life in the virtual world.Feedback, suggestions on broken links and updates can be sent to vtr@ cefic.beSteven Beddegenoodts, Chairman of the workgroupScope and objectivesThe objective of these guidelines is to provide assistance in the prevention or elimination of unsafeconditions and situations during (un)loading operations by promoting best practice, recognizing theneed for interaction between the different parties involved.The scope of the these guidelines includes the safe loading and unloading of chemical products byoperators and drivers at production sites, storage terminals, warehouses and customers, andcovers the loading and unloading of liquid bulk, dry bulk as well as packed goods.3
Part A: Organizational and Behavioural AspectsA safety management system is meant to identify hazards, to control risks and to measureeffectiveness of mitigating actions.The safety management system therefore should also cover the entire (un)loading operation fromgate to gate and take into account each of the subsequent chapters of this document.These include ‘Behaviour based safety’, ‘Roles and responsibilities’, ‘SQAS and ESAD’,‘Emergency response plan’, ‘Applicable legislation’ and ‘Communication skills of drivers andoperators’.1. Behaviour Based SafetyIncidents Behaviour Based Safety (BBS) is a safety management practice that has originally been used inthe process industry to improve the safety level on the work floor. This guideline strongly suggestsapplication of this system to the (un)loading operation.Safe equipmentSafety instrumentationMaintenanceInspectionProceduresJob Safety AnalysisPPEBehaviourbased safetyDevelopmentThe focus of any safety management system should be to define and design safe equipment define and design safety instrumentation as a result of hazop’s (Hazard and OperabilityAnalysis) and hazan’s (Hazard Analysis) maintain and inspect equipment and instrumentation define and use JSA’s (job safety analysis) define and use work instructions derived from those JSA’s define and use Personal Protective EquipmentSee Technical requirements (un)loading sites for examples of those elements.Behaviour based safety practices becomes a very important element in reducing incidents andnormally follow from the first two phases in the graph above.Key principles to this BBS process are the active involvement of (higher) management and the effective observation of the behaviour of the workers during operations.The goal is to learn from these observations and to positively influence the future behaviour of theparticipants. In other words: to gradually improve the safety culture on the work floor.During this process it is important that behaviour is being understood as not only the result ofpersonal skills and attitude, but also as the result of the environment, the available equipment, theapplicable procedures and the attitude of others.Therefore, this process will not work without the proper training of the participants: the supervisors,the operators, the observers, the drivers etc.Our challenge is in the fact that multiple parties are involved in the operations of the (un)loadingprocess: supplier, (un)loading site, transport company. This is part of the implementation of a BBSprogram. Observations are to be shared, reported, analysed, challenged and performed together.Chapter 1 Behaviour Based Safety - Issue 1 - December 20134
All parties in the process have a common interest in increasing the safety level of the operations.The next pages provide practical tools and a guideline for the implementation of a BBS program.Using the step by step approach below should facilitate any organization in determining its levelwith regards to the implementation process.The levels can be used as an evaluation tool by all parties.1.1.1.BBS at Level 1There is a strong safety management system in place which includes: a safety policy signed by the management regular safety meetings safety training programs involvement of all personnel to improve safety (near miss reporting system) written procedures and instructions regular communication of safety matters to all employeesThis system is evaluated internally on a regular basis and improvement action plans are inplace.2.It is acknowledged that more than 90 % of all injuries are a result of unsafe actions, poordecisions and at risk behaviour.11 Fatality400400 Lost time injuries20 00020 000 minor injuries240 000240 000 near misses2 000 0002 000 000 unsafe acts.Sources: Heinrich, HSE, John Ormond3.It is acknowledged by the management that unsafe actions, poor decisions, at riskbehaviours etc. are signs that the company has a poor safety culture and that the safetyculture can be improved by setting up a Behavioural Based Safety Program which involvesthe management and all employees.4.It is acknowledged by the management that the basis for changing the safety culture is byshowing their commitment and by creating a safe working environment for all employeese.g.: Give the right example (use of PPE, following procedures etc.) Listen to concerns and ideas raised by employees. Take immediate action when an unsafe condition, near miss etc. is reported andcommunicate back what actions have been taken. Involve employees in improvement programs. Show visible commitment to safety by being regularly on the work floor, discussingissues with employees etc. Encourage a team spirit and trust between employees and management.Chapter 1 Behaviour Based Safety - Issue 1 - December 20135
1.2.BBS at Level 2 Level 1 plus the following items1.Someone is assigned to lead the BBS program. This can be an internal or an externalspecialist who has been trained in BBS improvement programs.2.Identify for all the activities, a list of critical (at risk) safe and unsafe behaviours.This can be done by using incident investigation reports, near miss reports and riskassessments.This is accomplished through involvement of a multi-disciplinary team of the workforce.This list will make clear to all employees what ‘at risk’ behaviour is, e.g. Driving a forklift without adequate visibility to crossing traffic. Failure to check the working conditions when issuing a Permit-To-Work (e.g.presence of flammable material when doing hot work.) Failure to isolate electrical equipment before starting the job. Failure to use the life line system when going on top of a truck. By-passing a safety device (e.g. light cells).3.Give training to the management and all employees on the BBS system: why the system has been set up the commitment of the management to make it a success how the system works what the expected outcome is what the role of all employees isChapter 1 Behaviour Based Safety - Issue 1 - December 20136
1.3.BBS at Level 3 Level 2 plus the following items1.Assign people within all layers of the organization to do behavioural observation rounds.Organize training on: what are ‘at risk’ behaviours observation techniques how to approach people that were observed (how to give positive reinforcement,how to coach them to change their behaviour) how to report2.Set up a system of behavioural observations: Make a plan. Set targets and goals. Trained observers observe the work force and record ‘safe’ / ‘at risk’ behaviours. Use the list of ‘at risk behaviours’ as guidance. Give immediate feedback to the person that was observed. Give positive reinforcement when safe behaviours are observed. Provide coaching/correction when at risk behaviours are observed (stop the activitywhen necessary), explain what could be the consequence of the unsafe behaviour. Focus on safe behaviours. Write a report.3.Collect, record and analyse observation data.Look for trends.Try to understand why people behave in a certain way and what can be done to improve.4.Communicate, on a regular basis, the observation results to all employees and all involvedparties. Evaluate whether improvements are noticed. If necessary, adjust the system orlook for an 5%39%31%30%25%20%10%5%0% 0%0% 0%0%MarchAprilMayJuneJulyAugust% SAFE% UNSAFESeptemberOctoberNovember DecemberExample of a report on the observations.Chapter 1 Behaviour Based Safety - Issue 1 - December 20137
1.4.BBS at Level 4 Level 3 plus the following items1.Use a system to analyse unsafe behaviours.Example: the ABC ecognitionRewardsPunishments /- reinforcementHabitSafety CultureThe antecedent is an event that occurs immediately prior to the behaviour.The behaviour needs to be described in a specific operational sense.The consequence is the reinforcing outcome of the event.When some behaviours occur frequently and consistently during a period of time, theybecome automatic. A habit is formed.There is potential to extend the behaviour modification principles and strategies, toencourage and promote behaviours which support the health and safety managementsystem and the development of a positive health and safety culture2.The change in safety culture can be measured. One option is to ask all employees to fill ina checklist before starting the program and after a certain period (e.g. 6 months).Example:1234The managers are doing regular safety toursThe management wants to provide a safe working environment for usThe management is interested in the way we work and discuss with us how they can furtherimprove our safetyMy manager wears the right PPEMy manager appreciates that I submit proposals to improve safetyMy manager shows involvement in my personal safetyWhen necessary, my manager makes available quickly the necessary means to removeunsafe situations / operationsI am addressed by my manager when he notices that I am working unsafely3.There is an active BBS policy towards customers and suppliers. The BBS policy, results,achievements etc. are openly communicated to customers and suppliers and these areencouraged to join the program‘Annex 3: Examples Behaviour Based Safety Observation reports’ contains generic and specificexamples of Behaviour Based Safety Observation reports.Chapter 1 Behaviour Based Safety - Issue 1 - December 20138
2. Roles and responsibilitiesThis chapter lists the roles and responsibilities of parties and individuals in the (un)loadingoperation. Any deviation from the listed partition has to be agreed upon by both parties.2.1.Parties involvedPrincipal:Transport Company:Site:Driver:Operator:2.2.The party or parties commissioning the transport company and/or the(un)loading site.Contracted by the principal (including subcontractors, if any).The site where the actual (un)loading takes place, including productionsites, storage terminals, warehouses and customers premises.The person who is actually carrying out the transport.The site employee who is physically carrying out the (un)loading operation.ResponsibilitiesThe (un)loading site is responsible for all activities and is required to take appropriate measures sothat all persons - including any from outside undertakings - engaged in on-site operations work cando so safely. This includes the entire (un)loading operation.2.2.1. Management responsibilitiesThe following responsibilities are essential for the management of (un)loading sites and transportcompanies. They should be reflected in operating procedures.SiteTransport CompanyEquipmentThe site management should always supplyequipment that is fit for the operation to becarried out and meets all applicable legalrequirements.The Transport Company should always supplyequipment that is fit for the operation to becarried out and meets all applicable legalrequirements.CompetenceThe management of the site should ensurethat operators are fit for duty and have passedsuccessfully all the training necessary to fulfilthe legislative and site requirements, inparticular regarding the handling of dangerousgoods.The management of the transport companyshould ensure that drivers are fit for duty andhave passed successfully all necessarytraining to fulfil the legislative requirements andsite requirements, in particular regarding thetransportation and handling of dangerousgoods.Please see ’Information, instructions and training for drivers and operators’.Operators dealing with drivers should be ableto communicate in the local language andthrough a limited number of expressions inEnglish.Drivers should be able to communicate in thelocal language or through a limited number ofexpressions in English.For details see ‘Communication skills of drivers and operators’.Chapter 2 Roles and responsibilities - Issue 1 December 20139
SiteTransport CompanySite instructionsThe management of the site should ensurethat the site requirements are communicatedto the transport company management andthat safety procedures are communicated tothe drivers upon arrival.Management should promote and maintainsafety awareness, particularly during producthandling.The management should ensure that(un)loading operations are carried out undersite supervision.The transport company should communicatethe received site requirements to all involvedpeople.Please see SULID: Site (Un)Loading Information Document for more details.Working at heightThe management of the site should providesafe conditions for working at height (includingsafe access to top of vehicles) in conformitywith the applicable legislation.The transport company should comply with the‘Working at Height’ guideline.Ref: ECTA/CEFIC Best Practice Guidelines for the Safe Working at Height in the ChemicalLogistics Supply Chain Product qualityThe preferred option is product acceptance onthe basis of a Certificate of Analysis.Taking samples from vehicles should beavoided. If the taking of samples is required,the management of the site must ensure thatsamples are taken by qualified site personnelor by appointed surveyors with adequatesafety precautions.Drivers should not take product samples.Filling degreeThe application of ADR paragraph 4.3.2.2.4 (2013) should also be applied for the carriage ofnon-dangerous goods.ADR 4.3.2.2.4: “ Shells intended for the carriage of substances in the liquid state or liquefiedgases or refrigerated liquefied gases, which are not divided by partitions or surge plates intosections of not more than 7 500 litres capacity, shall be filled to not less than 80% or not morethan 20% of their capacity.”Chapter 2 Roles and responsibilities - Issue 1 December 201310
SiteTransport CompanyCargo securingThe management of the site, in cooperationwith the management of the transportcompany, should ensure that the respectiveroles and tasks are carried out as described inThe management of the transport company, incooperation with the management of the site,should ensure that the respective roles andtasks are carried out as described in‘Annex 4: Roles and Tasks for load securing in Cargo Transport Units’Non Standard OperationsNon-standard operations such as direct discharge of liquids from bulk liquid trucks or containers into drums or IBC’s adding additives in bulk liquid containers prior or during loading and unloading into more than one storage tank or incomplete unloadingrequire the site to assess the risks with the transport company prior start of operation.See ’Examples of risk mitigation for non-standard operations’ for details.Entry into confined spaces – risk of toxic/ inert gasConfined spaces (box containers, tanks, silo’s) are potentially dangerous due to the presence ofsubstances and / or the lack of oxygen (e.g. fumigated box containers, tanks unloaded withnitrogen).Poor natural ventilation in these areas allows the build-up of high concentrations of substanceswhich are not usually found in breathable air.Therefore NO ONE should be allowed to enter a tank/silo/container unless:- The confined atmosphere has been tested by a competent person, using calibratedtesting equipment.- An entry permit has been issued.- The safety requirements as described in the permit are adhered to.Emergency preparednessThe management of the site should ensurethat the necessary site safety equipment isavailable at the (un)loading locations, e.g. fireextinguisher(s), eye wash & safety shower,first aid equipment, emergency escape routes,emergency stop, decontamination equipment,absorbent materials etc.Note that the ADR equipment carried by thedriver is for on the road use only.Near Misses & Incident reportingThe management of the site should ensurethere is a procedure to report all near misses,incidents, (un)loading problems and unsafesituations or conditions, including follow-up.There should be a system in place to shareinformation on near-misses, incidents orunsafe situations with all parties involved.Chapter 2 Roles and responsibilities - Issue 1 December 2013The management of the transport companyshould ensure there is a procedure to report allnear misses, incidents, (un)loading problemsand unsafe situations or conditions, includingfollow-up. There should be a system in placeto share information on near-misses, incidentsor unsafe situations with the principal.11
2.2.2. Operational responsibilitiesContinuous monitoring of the (un)loading process by operator and driver in close co-operation isessential. To this end operator and driver should be well aware of each other’s responsibilities, asdetailed in the following table.In certain areas there are joint responsibilities of both operators and drivers. In these cases thesame text has been repeated for both operators and drivers in the table.In all circumstances, the applicable national or international regulations must always be compliedwith and take precedence over the recommendations made in these guidelines.SiteTransport CompanyTransport equipmentOPERATORBefore the (un)loading operation starts,operators should check that the transportequipment offered meets all the requirementsfor the operation to be carried out.DRIVERBefore entering the site, drivers should checkthat the vehicle and all ancillary equipment arefit for the operation to be carried out and meetall requirements as specified in the driver’sinstructions for the operation.Site instructionsOPERATOROperators should always adhere to the siteinstructions and be an example for drivers.Operators should witness the whole(un)loading activity.DRIVERUnless specifically agreed otherwise, driversshould always report at the gate or siteentrance and ask for instructions. Theseinstructions may include emergencyprocedures, required PPE, parking restrictions,route to loading or unloading point and generalinfo such as the prohibition of smoking, alcoholand drugs, prohibition of the use of mobilephones, driving speed limits etc. Driversshould always adhere to the site instructions.Drivers should witness the whole (un)loadingactivity.On-site driving and parkingOPERATORWhere possible operators should ensure thatvehicles are driven and parked according tosite instructions and should report anyobserved unsafe situations to the sitemanagement. The operator shall ensure thatmanoeuvering areas are kept clear to avoidcongestion.When asked, the operator should provideassistance for manoeuvring.Chapter 2 Roles and responsibilities - Issue 1 December 2013DRIVERDrivers should proceed to the (un)loading areaand park the vehicle according to siteinstructions. It is important to constantlyassess the safety situation, not only whilstdriving on site but also when arriving at the(un)loading point.For manoeuvering, the driver should ask forassistance if needed. Drivers should alwaystake the necessary precautions to prevent anymovement of the vehicle during (un)loading.12
SiteTransport CompanyPersonal protective equipment (PPE)OPERATOROperators should wear PPE as required by siteinstructions and must ensure that the driverdoes the same.DRIVERDrivers should wear PPE as required by siteinstructions. As a minimum the driver shouldhave the PPE listed in chapter 10‘Personal Protective Equipment (PPE)’.Emergency preparednessOPERATORPrior to the start of the operation, operatorsshould indicate the location of the site safetyequipment to the drivers, e.g.: fireextinguisher(s), eyewash & safety shower, firstaid equipment, emergency escape routes,emergency alarm activation, emergency stop,decontamination equipment and absorbentmaterials.DRIVERPrior to the start of the operation, driversshould check the location of the site safetyequipment, e.g.: fire extinguisher(s), eyewash,safety shower, first aid equipment, emergencyescape routes, emergency alarm activation,emergency stop, decontamination equipmentand absorbent materials.Documentation, Marking, Labelling and SealingOPERATORThe operator should check that all data on thetransport documentation is in line with thegoods to be (un)loaded and that the markings,labels and placards of the goods and thetransport equipment is in accordance with theregulations. Operators should sign all relevantdocuments to confirm that the operation wassatisfactorily completed. If there are anyremarks, these should be written on thesedocuments.If openings are (to be) sealed, the operator(un)seals the equipment and checks sealnumbers mentioned on the transportdocuments.Chapter 2 Roles and responsibilities - Issue 1 December 2013DRIVERThe driver should hand over all relevantdocuments to the operator. Documents mayinclude: weighing ticket, delivery note,certificate of analysis, cleaning document andtransport document, if necessary with therequired dangerous goods information. Thedriver should ensure that arrival/departuretimes, number of packages, temperature,pressure, volume and weights, as applicable,are noted and that signature(s) are obtainedon all copies of the transport document.Customs and other documentation should becompleted as per job instructions. Anydeviations noted at the (un)loading pointshould be communicated by the driver to thesite and be written on the transport documentsbefore departure. The driver should ascertainthat the correct markings and placards havebeen affixed to the vehicle.If openings are sealed, the driver checks theseal placement and seal numbers mentionedon the transport documents.13
SiteTransport CompanyProduct samplesOPERATORWhen required or agreed at order entry stage,the operator should ensure that the driverhands over the supplier’s sample. Storing ofsamples in the drivers cabin should be avoidedat any time. Product sampling directly fromroad tankers or tank containers should beavoided. If the taking of samples is absolutelyunavoidable, they should be taken by qualifiedsite personnel or appointed surveyors, withadequate safety precautions.DRIVERDrivers should ensure that the supplier’ssample is stored in a safe way and handedover at the delivery point. Storing of samples inthe driver’s cabin should be avoided at anytime. Packaging and labelling of the sampleshould be in accordance with legalrequirements. Drivers should not takesamples.Working at HeightOPERATOROperators should follow the site procedureswhen working at heights.DRIVERDrivers should follow the site instructions whenworking at heights.See also ECTA/CEFIC best practice guidelines for the safe working at height in the chemicallogistics supply chainTank/Silo capacity and earthingOPERATORThe operator should check if the tank/silo canaccommodate the quantity to be transferred. Inthe case of flammable products and bulksolids, ensure that the equipment is earthed.Before loading, the operator should check thecapacity of the transport tank/silo or tankcompartment with the driver. Before unloadingthe operator should check that the quantity andthe product type can be transferred to the landtank or silo.DRIVERBefore loading, the driver should check withthe operator if the transport tank/silo or tankcompartment can accommodate the quantity tobe transferred. In the case of flammableproducts and bulk solids, ensure theequipment is earthed.Equipment under pressureOPERATORThe operator should always make sure that thetransport tank and/or equipment is not underpressure before making or breaking anyconnections and communicate with the driver.Upon the driver’s
recommendations made in these guidelines. The guidelines are of a voluntary nature. Individual companies may decide to apply the guidelines either in full, or partly, according to their own judgment and in light of the specific circumstances. The writing of guidelines in itself is the subject of continuous improvement.
Bruksanvisning för bilstereo . Bruksanvisning for bilstereo . Instrukcja obsługi samochodowego odtwarzacza stereo . Operating Instructions for Car Stereo . 610-104 . SV . Bruksanvisning i original
10 tips och tricks för att lyckas med ert sap-projekt 20 SAPSANYTT 2/2015 De flesta projektledare känner säkert till Cobb’s paradox. Martin Cobb verkade som CIO för sekretariatet för Treasury Board of Canada 1995 då han ställde frågan
service i Norge och Finland drivs inom ramen för ett enskilt företag (NRK. 1 och Yleisradio), fin ns det i Sverige tre: Ett för tv (Sveriges Television , SVT ), ett för radio (Sveriges Radio , SR ) och ett för utbildnings program (Sveriges Utbildningsradio, UR, vilket till följd av sin begränsade storlek inte återfinns bland de 25 största
Hotell För hotell anges de tre klasserna A/B, C och D. Det betyder att den "normala" standarden C är acceptabel men att motiven för en högre standard är starka. Ljudklass C motsvarar de tidigare normkraven för hotell, ljudklass A/B motsvarar kraven för moderna hotell med hög standard och ljudklass D kan användas vid
LÄS NOGGRANT FÖLJANDE VILLKOR FÖR APPLE DEVELOPER PROGRAM LICENCE . Apple Developer Program License Agreement Syfte Du vill använda Apple-mjukvara (enligt definitionen nedan) för att utveckla en eller flera Applikationer (enligt definitionen nedan) för Apple-märkta produkter. . Applikationer som utvecklas för iOS-produkter, Apple .
och krav. Maskinerna skriver ut upp till fyra tum breda etiketter med direkt termoteknik och termotransferteknik och är lämpliga för en lång rad användningsområden på vertikala marknader. TD-seriens professionella etikettskrivare för . skrivbordet. Brothers nya avancerade 4-tums etikettskrivare för skrivbordet är effektiva och enkla att
Den kanadensiska språkvetaren Jim Cummins har visat i sin forskning från år 1979 att det kan ta 1 till 3 år för att lära sig ett vardagsspråk och mellan 5 till 7 år för att behärska ett akademiskt språk.4 Han införde två begrepp för att beskriva elevernas språkliga kompetens: BI
**Godkänd av MAN för upp till 120 000 km och Mercedes Benz, Volvo och Renault för upp till 100 000 km i enlighet med deras specifikationer. Faktiskt oljebyte beror på motortyp, körförhållanden, servicehistorik, OBD och bränslekvalitet. Se alltid tillverkarens instruktionsbok. Art.Nr. 159CAC Art.Nr. 159CAA Art.Nr. 159CAB Art.Nr. 217B1B
