UPM CARGO HANDLING MANUAL PULP · 5. Cargo hold tank top, walls and bulkheads must be totally clean...

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UPM Cargo Handling Manual – Pulp v.1 May 2014

UPM CARGO HANDLING MANUAL - PULP

PACKAGES

PULP UNIT SPECIFICATIONS Pulp is typically packed in transport units which are bound with steel wires. Please note that unit dimensions might vary and should be confirmed prior stowage planning. UPM RaumaCell fluff pulp is delivered in reels. Typical pulp unit description can be found below.

UPM Euca UPM Betula

UPM Conifer Thin UPM Conifer

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UPM Conifer Reinforcement (Kaukas) UPM Conifer TFC

UPM Conifer Kymi

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HANDLING

HANDLING OF PULP UNITS Handling is usually 1-4 pulp bale units at a time. Following instructions has to be followed during handling: 1. Do not push or pull units against the floor or ground. 2. Use only clamps purposed for pulp, any other type of clamps (forks etc.) are not allowed. Pulp clamp gripping plates should be fitted with smooth steel bars or hemispherical shapes. Ribbed/reinforcement steel bars is not recommended due to unit/wire damage risk.

3. If handling several units per time, sufficient clamping force is required in order to prevent unit sliding, wrapper damages and dropping.

4. Clamping on the lifting wire side of unit is not allowed. 5. Clamps must be fully free of dirt, crease etc. 6. Landing directly on ground (outside warehouse) is not allowed; steel plates (not wooden!) etc. landing platforms must be used in order to protect units from wet, dirt etc. contamination. 7. During winter season/wet conditions plastic free protective paper must be used under the units in warehouses and transport equipment. 8. Warehouses, quays and other handling areas must be fully free of plastic, rubber and wooden residues due to contamination risk. One piece of plastic might destroy whole pulp or paper manufacturing process!

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Fluff pulp units Rauma Biobright fluff pulp is used in hygienic industry so the reels must be transported and kept always clean. Fluff pulp reels must be handled so that the wrapping is not torn off. If the wrapping is damaged the whole package or reel cannot be used. Biobright reels are packed in recyclable pe-plastic, so the reels should never be pushed on the floor as it damages the wrapping on reel end. The packages are not to be rewrapped in any part of transport chain. WAREHOUSING OF PRODUCTS

General requirements UPM products must only be warehoused with compatible products. Products listed in the IMDG-code should not be warehoused under the same roof. There should be no risk that other goods will cause any stains, odour or similar harm to paper products. 1. The warehouse floor must be dry (no leakages), clean of sand, stones and other debris to avoid end damages. 2. Special attention should be paid to keep birds out of warehouses. “Bird in distress” -signals and other means of prevention should be used. 3. Smoking is strictly prohibited inside the warehouses. 4. Lights without protective covers should not be used. 5. No rubbish etc. combustible materials/fire load should be left in and around the warehouse. 6. No parking allowed inside the warehouses. 7. Pulp bales can be stacked maximum four units high (depending on the quality of the bales).

Anyway stacks should be kept as low as possible. 8. Handling “cap” must be left between the units in order to avoid violent clamp push between

the units.

9. During winter season and in moist conditions protective paper should be used under the

units.

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Fluff pulp Biobright fluff pulp reels should be stored in a dry warehouse and kept on dry, clean floor. The warehouse temperature should be even, preferably over 10 C, never under 0. The reels need always to be stored under waterproof ceiling. As the moisture content of the fluff pulp is very important for run ability, the wrapping must not be removed before using the reels. Also if there is a big temperature gap between warehouse and shredding room, the reels should be kept in the shredding room for a few hours before the removing the plastic wrapping. The validity time for Biobright fluff pulp is one year from production when stored and handled according to these guidelines.

TRANSPORTS

GENERAL INFORMATION Lashing and securing should ensure that the complete load remains safe and in the same position during normal traffic situations, including emergency braking and sharp turns. Should be also noted that cargo unit (semitrailer or container) might be transported by vessels so the cargo lashing must be valid also during sea voyage. Port or vessel crew are authorised to open and inspect the cargo securing in case it’s not correctly done. Lashing and securing material should be in good condition and damaged material must not be used. National laws and regulations which are more rigid than shown here prevail and must be always followed. ROAD AND RAILROAD TRANSPORTATION

Cargo unit requirements The person in charge of loading operations must ensure that cargo spaces used for loading fulfil the following requirements. If any defects noted wagon must be rejected and not used until corrective actions. 1. The floor should be completely clean and dry inside. The floor should have no oil stains or

nails, bolt heads or similar protruding objects. Technically the floor has to be strong enough to allow driving inside with forklift truck.

2. The cargo space has to be completely watertight. Wet floor indicates leakage!

3. The cargo space has to be clean. No oil stains, stones, debris and residues from previous

cargoes (clean the cargo space before loading). 4. Any deformation in walls & doors such as bend, dent, or bow is not acceptable if it reduces

the internal dimensions in any direction or the shape of deformation increases the risk of cargo damage. The doors of the wagons should be in good condition and able to be closed and locked easily. Door sealing has to be in good condition to prevent leaking.

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5. The cargo space must be free of smell. Sometimes previous loads leave a strong odour in

the container which can easily contaminate pulp.

Loading and cargo securing 1. In moist weather condition protective paper should be placed under the reels to avoid water

damages. Protective paper and anti-slip material should not be used at the same time.

2. Bales should be loaded as closely together as possible, even small caps is recommended between units in order to avoid unit damages during unloading.

3. Anyway movement of units must be prevented by using friction mats and/or lashing belts. Use of long corner protectors reduces the number of belts required for lashing. Anyway lashing and securing of products must be done fully based on national laws and regulations.

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SEA TRANSPORTATION

Basic requirements for lolo vessel The vessel must be inspected and accepted by UPM representative before commencement of first UPM pulp cargo. Anyway following criteria’s must be fulfilled during vessel charter/nomination:

1. Holds must be box shaped. All stands etc hold structures increases risk for cargo damages during seavoyage.

2. Tanktop and bulkheads must be fully painted and rust free.

3. Hatch covers (including bearing pads, hydraulic arms and other structures) coamings, cleats and drainage system must be maintained and in fully operative condition.

4. Cargo spaces and hatch covers must be fully weathertight. Weather tightness defined by

ICLL 1966: "Weather tight means that in any sea conditions water will not penetrate into the ship" (see. Appendix 1).

a. Until first shipment of vessel hatch cover tightness certificate or other inspection

document is required. During hatch cover test/inspection use of silicone, foam etc. will be interpreted as sealing/test failure!

b. Exceptionally use of any tape or foam is acceptable as an additional precaution

on well-maintained weathertight hatch covers, but is not acceptable as an alternative to proper permanent repairs (source: the North of England P&I association). In case above mentioned temporary repairings are in use, UPM holds automatically shipping company/owners fully liable for damages and will require proper repair.

Picture 1. Examples of non-acceptable hatch cover sealing condition.

5. Vessel should be fitted with proper cargo securing materials, air supply and airbags.

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Cargo hold preparation, cleanliness and inspection

1. Always prior commencing loading UPM or representative must inspect and accept the hold with evidence photos. Report with photos must be sent soonest to UPM.

2. Holds must be fully free of wood, plastic, rubber, loose /fresh paint or rust which might

contaminate the cargo. Hold bilges must be clean, dry and not covered. Bilge system level alarms must be tested and in use during operations and seavoyage!

3. Drainage system, especially drain channels, holes and pipes must be in normal condition

and not blocked with rust, dirt or previous cargo residues.

4. As a standing rule hold must be cleaned before pulp loading in order to fulfil point 2 requirements. Below table shows basic recommendations as action, please note that with categories II and III washing is compulsory.

Previous cargo Action summer Action winter (icing)

I Dry wood chips Brush/wash Brush/wash+heaters

II Wet & dirty pulpwood/fuel chips or clay

Normal wash Normal wash+heaters

III Coal, concentrates, etc. very sticky/dirty cargo

Hot high pressure water/steam wash

Hot high pressure water/steam wash

5. Cargo hold tank top, walls and bulkheads must be totally clean and free of any dust,

particles and residues of previous cargo. Also hatch cover etc. inside constructions must be free of previous cargo particles. As a general rule hold surface shouldn't leave any stains or marks to the cargo

Picture 2. Proper test for cleanliness, no transferrable stains to pulp sheet

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6. Using of different type of bulkhead sealings foams (polyurethane), plastic or jute is not

allowed with pulp, clay and other substitute cargo.

Stowage and cargo securing

1. Steel platform or trailers must be used under the pulp units on quay. In other words landing

directly on ground is not allowed due to contamination and water damage risk.

2. Generally loading is not allowed during rain. Exceptionally pulp can be loaded during light

rain with general guidance: when ink on units starts ro run/fade, stop loading. Such ocean carriers which are equipped with rains shelters of gantry cranes could be loaded during slight rain.

3. Especially during spring or longer warehousing periods, black sand/soot/rubber dust must be

carefully cleaned on top units prior stowage by using compressed air.

4. Use of protective/dunnage paper is recommended under the units around the year but during

wet condition and in winter season it is compulsory! Please note that the dunnage paper must be plastic free.

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5. Pulp units are equipped with steel lifting wires which have to be intact when lifting. All lifting wires must be inside hooks in order to avoid wire damages

6. Lifting of UPM units is allowed only with Double Hook Lifting method and proper lifting

frame. Lifting with only one hook or even with two hooks without beam/stanchion between chains is strictly forbidden due to high damage and OHS risks!

7. Pulp units should be loaded tightly against together with recommended max gap in layer

~20 cm, but no more than airbags max opening. All cargo movements during sea voyage must be prevented by careful stowage pattern and airbags. Use of wooden dunnage material is not allowed due to contamination risk.

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Picture 3. Result of loose stowage and improper cargo securing during seavoyage

At least top layer must be airbagged and/or secured with belts, if stowage is high or during winter season also lower layers must be airbagged. During sea voyage condition of airbags and lashings should be regularly checked.

8. Incomplete top layers must be loaded as one solid block against bulkheads and movements

prevented by using airbags and lashing belts. Units could be lashed from one unit to other from lifting wires and by doing so collapse of individual unit can be prevented.

9. The “key unit” should be marked upon completion of loading in order to avoid violent pulling

of units from tight stowage causing wire cuttings. 10. When discharging pulp with gantry crane it is recommended to adjust the distance of frame

chains&hooks so that small cap is left between units in order to allow machines to clamp without breaking bale wires.

11. Loading of timber, plywood or any other cargo in to the same hold with pulp must be avoided

but in case it is necessary pulp has to be fully separated and covered with tarpaulins in order to avoid contamination.

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CONTAINER TRANSPORT

Container inspection Container condition and suitability must be inspected prior stuffing in order to prevent cargo contamination. For inspection criteria IICL 5 standard (if not agreed otherwise) should be used. Below main points are listed:

1. Watertightness Container has to be fully water/weather tight. Moist/water inside in not allowed. Door gaskets have to be intact and light tight.

2. Cleanliness

Container floor and walls must be clean and free of any transferable stains (oil), dirt, dust etc. which might contaminate UPM products.

Container floor must be fully free of debris/dust which can damage the cargo. Container must be free of smell or strong odour. Especially in winter conditions sweep/vacuum cleaning must be used as primarily

cleaning method and washing as secondary option.

3. Flooring No protruding screws, bolts, etc. sharp objects allowed anywhere in floor area. Max allowed height difference between floor panels/threshold plate/hat-section

center spacer is 2 mm.

4. Walls/Roof Sharp/cutting edges in walls/corrugations even inside IICL5 limits is not allowed.

Container stuffing Container cargo weight must be evenly distributed gross- and lengthwise in order to prevent accidents/equipment failures. Different stuffing patterns can be used, anyway unit movement during seavoyage must be prevented by using cargo securing and lashings. Some examples of patterns:

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PULP DAMAGE TYPES Each party of transport chain should notice that pulp is used for manufacturing of multiple different products including hygiene industry products. Due to this damage tolerance is often very low. Secondly wrapper and wire damages can cause stoppage of automatic production line causing additional work and occupational health and safety risks. Contaminated pulp or foreign particles can cause serious failure of production process. Pulp damage types are:

Loose/deformed units

Wrapper damage

Baling or lifting wire damages

Dirt, stain or marks in units

Contamination (dirt, oil, plastic etc.)

Water damages Detailed definitions for damage type:

Broken unit wires: Number of units that have few broken unit wires but are not loose. Example: 2

Dirty (>A4): Number of units that have dirty surface area bigger than an A4 sheet. Example: 15.

Units loose: Number of units that are loose and need rebundling, from all vessel cargo unloaded. Example: 1

Units wet: Number of units that are severely damaged due to moisture. Example: 0

Others (explain): Number of units that are severely damaged and need some action (discard, repair).

Include reason. Example: 1 badly rust stained. Segregated

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PULP DAMAGE STATISTICS – PORT OPERATIONS UPM policy is that port operators count visible pulp units in warehouses after discharging or before loading of each individual vessel and tally damaged units according to damage types presented above. If major damages or wet units are noted, evidence photos should be taken. The excel table and possible photos (see Appendix 2.) should be sent to following mailing list after vessels departure: [email protected] [email protected] [email protected] TRANSPORT DAMAGE CLAIMS

Instructions for receiver The number of packages and the condition of the consignment should always be checked before signing the receipt (waybill or similar freight document). Photos should be always taken to demonstrate the damaged condition of the goods whilst still in the truck or container, or to demonstrate bad stowage. A remark is to be written in the freight documents of damage or loss. It should be written on the carrier's copy of the freight document, and also be noted in the receiver's own copy. The remark should specify:

number of missing and/or damaged packages

type of damage

cause of damage, if known (package overturned, wet due to torn etc.)

date and signature. The remark on the freight documents secures the right for UPM and/or its insurers to make a claim against the transport carrier. The claim info should additionally be sent immediately to the local UPM contact (and also to insurance company depending of delivery term) specifying:

order number

package number

shipment number/ID

extent & value, € of damage & above mentioned damage details (photos and documents)

damaged goods should be kept for survey, and all necessary steps taken to minimize the loss and prevent further damage.

After that it will be investigated if cargo insurance deductible is exceeded and contacted to insurance company.

mailto:[email protected]


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Cargo insurance UPM cargo insurer is Pohjola Group. If cargo is, depending on delivery term, under UPM insurance coverage, damage should be reported to: [email protected]

International transports In international transports the notice of loss and the formal claim to the carrier should be made within the below time limits. Applicable rules Visible damage Concealed damage Claim will be time

barred

1. Carriage by road CMR Convention

upon receipt of goods 7 days 1 year

2. Carriage by rail

CMR Convention


3. Carriage by sea Hague rules Hague - Visby rules US COGSA


4. Carriage by air The Warsaw or Montreal Convention

upon receipt of goods 7 or 14 days 2 years

For national time limits, please contact the regional logistics organisation.

CONTACTS

UPM LOGISTICS TECHNICAL SERVICES & CARGO CARE UPM Logistics Technical Services Team is the expert in technical issues of logistics operations. Issues concerning damage prevention, claim handling and cargo care are main responsibilities of the team. Technical Services Team is specialized in planning and controlling of ship’s stowage and organizing transportation safely and smoothly for the customer. In addition, the team is regularly conducting on-site supervision in the harbours. This includes supervision and evaluation of the vessels and policies in the harbour, ensuring the high-level of transportation services. Ville Huovila, Manager, Technical Services, +358 (0)2041 55900 [email protected] Mika Hanski, Specialist, Technical Services, +358 (0)2041 55960 [email protected] [email protected]





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APPENDIX 1.

Picture 1. Top ten hatch cover defects (source:www.nepia.com)

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APPENDIX 2.

Table 1. Example of required damage statistics form

UPM CARGO HANDLING MANUAL PULP · 5. Cargo hold tank top, walls and bulkheads must be totally clean...

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