Timber deck cargo under the spotlight

Despite the economic downturn and reduction in cargoes moved by sea - and the impact that has had on shipping and ports alike - the need to be efficient and safe is, if anything, enhanced. Accordingly, ensuring that basic systems and procedures necessary for safe, effective and efficient operations are functioning properly is fundamental as well as ensuring that international norms on which such systems and procedures are based are up-to-date and effective.

The second Safe Cargo Handling Seminar held in Stockholm (23 February 2010) in conjunction with the GreenPort 2010 Conference took that as its overall theme. In addition to updating on various international developments that affect cargo handling, it also explored the safe provision and operation of plant and machinery and, separately, lifting gear and associated equipment – both fundamental considerations to terminal operations. To these were added some thoughts on the challenge of dealing with safety culture and a very practical guide to preparing for and surviving high wind conditions, one quoted example of which occurred in the host country. One specific issue was highlighted in some detail. In the last stages of revision at the International Maritime Organization (IMO) is that organisation’s Code on the carriage of timber deck cargoes and this was considered in some depth. Deck cargoes were generally confined in the 1960s to large and awkward/heavy items whilst all other cargoes were carried in holds. Containers changed all this in the 1970s, as did the timber trade. With packaged timber and larger shipments came developments that led to some 10,000t being regularly carried on deck today. This has implications for the stability of the ship and questions of stowage and securement are crucial.

IMO first published a Code of Safe Practice dealing with these issues in 1973 and it has been updated since. The current edition was adopted in 1991 and an IMO Correspondence Group (CG) led by Sweden is now is the planned third and final year of a comprehensive revision of that issue. The IMO group responsible for overseeing the work is the Dangerous Goods, Solid Cargoes and Containers Sub Committee (DSC) under the Maritime Safety Committee (MSC). DSC meets in September each year and it is expected that the CG will submit a final report to DSC/15 due 13- 17 September and that the work and the text of a new Code will be concluded in that meeting. It will then go to MSC for final approval and publication.

This trade, as with almost anything to do with ports and shipping, is complex and the revision issue has been controversial. Ships can embark on long transoceanic journeys with vast quantities of logs and heavy timber pieces whilst others can carry packaged timber, pit props and various smaller items on shorter journeys. Both of them can, however, carry deck cargoes. The needs, therefore, may be somewhat different although the sea conditions that may be faced during the journey are likely to be just as severe. Vessels have limped into port with a list and deck cargo hanging over one side and, in recent times, there have been a number of high profile losses of deck loads of loose and packaged timber in the European region. These have resulted in timber being washed up on beaches with the inevitable headlines.

The seminar, therefore, considered the background to this initiative, the work of the CG so far and the expected outline of the recommendations that will go to DSC/15. It was intended by DSC when it approved the three year timescale, that comprehensive testing would be carried out and the seminar also heard about this work in relation to “uprights”. An essential element in carrying timber deck cargoes is the positioning of substantial uprights (large stanchions) of metal or wood at regular intervals on both sides of each deck so loaded. This provision plays its part in ensuring that the cargo remains secure and is retained on deck. The material of the uprights, their strength, spacing and also the positioning and strength of the sockets into which the uprights will be placed are all directly relevant and the Seminar heard about the tests that have been carried out on this subject. There are two other crucial elements and they are the way in which the cargo is stowed and finally how it is secured to the deck and the CG has been considering these aspects as well. This includes the merits of the three possible securing materials of chain, wire rope and webbing and how they are applied and tightened. The safety of personnel is not forgotten in the Code and provisions for the construction of walkways across the deck load, together with handholds for seamen in high seas, are included. The views of ship owners, which is crucial to this work, was considered and the whole session concluded with a discussion.

The Safe Cargo Handling Seminar was the second in a specialised series of meetings covering safety issues in the cargo-handling world; it is hoped that the industry will find it both interesting and worthwhile.

 *Mike Compton is the Chairman of the International Safety Panel of ICHCA International. This is the first in a series of articles he will be contributing to GreenPort Journal about safety issues. He can be contacted mike.portsafety@btconnect.com