Gangavaram port handles 100th Capesize vessel IN THIS ISSUE Shipping Ministry to award 25 projects worth Rs 11,000 cr by March

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1 TATA-AIG NEWSLETTER EDITION- JANUARY 2013 IN THIS ISSUE News Updates Photo of the month Know your Cargo Steel Coil IMDG Code World s Busiest Ports Gangavaram port handles 100th Capesize vessel India s deepest draft port, Gangavaram port, in Andhra Pradesh crossed another milestone by handling its 100th capesize vessel. The capesize vessel, m.v. Collonges, was carrying 1.40 lakh tones of coking coal imported by Rashtriya Ispat Nigam Ltd. Capesize vessels are the largest ships that can carry dry-bulk cargo such as coal. During the last four years of operations, the port handled over 1,000 vessels, with a total throughput of over 53 million tones, covering cargos such as coking/non-coking coal, iron-ore, fertilizers, agri-products, project cargo and a variety of industrial raw-materials. The port is in the process of expanding its capacity, having already completed award of major contracts and achieving financial closure for the project. The expansion, which will see the port s capacity increasing from the current 15 million tons to 45 mt, envisages addition of three multi-purpose berths and a coal handling terminal. While the three multi-purpose berths would each be 275 meters long, the coal berth will be handling up to 2,00,000 DWT ships. After the expansion, the port will be looking for more non-coal cargos such as fertilizers, bauxite and food grains. Today coal accounts for 70 per cent of its total traffic of about 14mt. Shipping Ministry to award 25 projects worth Rs 11,000 cr by March The Indian shipping ministry will award 25 projects worth Rs 11,000 cr by the end of the current fiscal, a move that is expected to increase cargo-handling capacity at ports by 250 million tonne. Ports in the country have been plagued by capacity shortage largely due to security clearance issues, which discourage private sector participation. "The ministry has set a target of awarding 42 projects in They have already awarded 17 and will now complete 25 projects by March, increasing the total capacity across ports by 250 million tone," Pradeep Sinha, secretary in the shipping ministry, said Construction of a mega container terminal in Chennai and a second dock at the Haldia port are among the projects that will be awarded. The ministry, which has not awarded any major projects in the last two years, has also written to the ministry of finance to revive a subsidy given to the shipbuilding industry. "We have made a recommendation to the ministry of finance to revive the subsidy given CONTACT US to the shipbuilding sector. We have asked the ministry to give 15% subsidy and, in TATA-AIG GENERAL INSURANCE CO. addition, we are also seeking infrastructure status for the sector. The finance ministry MARINE LOSS CONTROL has also approved a plan by JNPT port. ENGINEERING r.balasundaram@tata-aig.com TATA-AIG harshad.patwardhan@tata-aig.com GENERAL INSURANCE COMPANY

2 PHOTO OF THE MONTH GUESS what is this Car Stock Yard in a port in Europe, snow blanket is covering all brand new cars most of them are BMW, Audi, Toyota, Honda and many others. Snow covered cars stowed and lashed in a Car Carrier. Photos by Harshad Patwardhan

3 KNOW YOUR CARGO STEEL COILS Steel coils are metal sheets, flat products wound into rolls. A distinction is drawn between hot and cold rolled sheet. Hotrolled sheet in coil form is produced from semi finished products, which are reduced to certain thickness by rolling and annealing and wound into a roll. Cold rolled sheet in coil form is produced by removing rust from hot rolled sheet by pickling it in a weak acid solution, then washing, brushing, drying, oiling and unrolling the sheet and finally performing coldrolling by passing the sheet through a reducing mill under pressure and winding it into a roll. Loading of steel coils in Holds Coils are handled on the wharf by fork lift trucks with a round ram attachment that has no sharp edges in place of the forks; this is used to lift the coils through their central core so as not to damage them. For loading onboard, the coils are generally lifted using steel wire braided webbing slings, or some other specially designed lifting device, all of which are designed and used to avoid damage to the coil sheet. Stowing of Coil in Holds Steel coils should be given a bottom stow position and are to be loaded with the core aligned fore and aft, and flat wooden dunnage is to be laid athwart ship (Port to Stbd) on the deck and against hold side bulkheads/spar ceiling either in two or three lines, dependent on the width of the coils, across the width of the hold, and needless to say, the wood selected for dunnage and wedges should be of sufficient strength for the task. Loading is commenced from each side of the hold working towards the centre with each coil loaded up against its neighbor, such that the final coil loaded in the centre is the key to locking the stow; this final coil is loaded between the last two on the tank top such that the lower edge of the final coil is at least one third below the top of the two coils it is loaded onto such that its weigh will provide a good lock to the stow. Depending on coil size and hold width it may be necessary to use two locking coils to get a satisfactorily locked stow. Subsequent tiers of coils are loaded between the coils on the tier below and stows may be two or three tiers high; it is preferable to avoid a single tier of coils due to additional locking affect imparted on the lowest tier by subsequent tiers above. However, adequate lashing of the locking coil(s) to those either side in a single tier will ensure a good stow. When stows are two or possibly three tiers high, and coils of different sizes are being loaded, it has to be ensured that all coils are resting properly on the coils beneath them.

4 KNOW YOUR CARGO STEEL COILS Securing/Lashing The accepted method of securing coils is to lash them together core to core, with those on a second or third tier lashed to the two coils below, on which it is resting, using metal strap banding which is tightened and clamped by a pneumatic tool. A locking or single coil may be lashed by a metal banding strap passed over the top of the coil body in a figure of eight passing through the cores of the two coils upon which it is resting. Coils on the lowest tier should also be wedged on either side with wooden wedges to help to secure them in place. If the stow does not fill the hold/compartment then the open face of the stow will have to be adequately secured by use of either timber shoring or wire lashings secured to the hold side bulkheads, or a combination of the two. Where wires are used these should be protected where they are led around any sharp edges where the wire and/or cargo may be damaged. Loading coil on Trucks Coils are generally only transported on vehicles with an appropriately sized coil trough. Care must be taken to ensure that coils are placed directly against the edge of the trough or that sufficiently strong, properly secured spacers are placed between coil and the edge of the trough. Lashing must pass through the coil eye to ensure lateral stability, while an additional tie-down lashing prevents the coil from jumping.

5 KNOW YOUR CARGO STEEL COILS Loading Coils in Containers Steel coils are also loaded in Containers. Special stowage and lashing precautions need to be taken for stowing the coils in containers. Customized cradle needs to be prepared for the coil, so as to spread the weight. Coil is stowed with eye not facing the door. Blocking is done to prevent sliding of coils in length and athwart direction, with proper care taken to spread the load evenly. Aim of the lashing is to secure against tipping. The height on which the lashing is fixed to the coil is usually below the middle. Therefore it is only workable when the coils are blocked in floor height as well. The lashing of each coil needs to be done by 4 lashings. Each starts and ends on the same point. As lashing material can be used best steel straps, but also nylon belts with edge protections or steel wires. Coils loaded in container should be only carried out with adequate supervision from an experienced surveyor. Cradle for coil LOSS and PREVENTION Coils loaded inside container In order to avoid damage due to mechanical stresses, it is essential that stowing, bracing, lashing and securing on the means of transport are performed carefully. Suitable slinging and cargo handling equipment and lifting gear must be selected and used on the basis of the cargo s weight and slinging points. If strapping (metal bands) is broken, the coils loose and the inner turn s telescope, resulting in an increased risk of damage. This may lead to subsequent unrolling of coil. Using wire ropes and chains for handling purposes may result in distortion to the edges of the coils. Steel cargo is at risk of corrosion due to seawater and sea salt aerosols during maritime transport due to leaky containers of hatches or during storage at sea ports near quays. Rain water can cause rusting when exposed during loading, uncovered rail cars or trucks etc. Proper packing of steel coils is very important to prevent the rusting of steel coils and prevent damaging of edges. Damaged Steel Coils Telescopic coil Proper Packing of coil to prevent rust damage

6 IMDG code The International Maritime Dangerous Goods (IMDG) code was developed as a uniform international code for the transport of dangerous goods by sea covering such matters as packing, container traffic and stowage, with particular reference to the segregation of incompatible substances. The IMDG Code is based on an internationally agreed system which: Groups dangerous goods together based on the hazards they present in transport (classification). Contains the dangerous goods in packaging s/tanks which are of appropriate strength and which will prevent the goods escaping. Uses hazard warning labels and other identifying marks to identify dangerous goods in transport. Requires standard documentation to be provided when dangerous goods are being transported. Lays down principles for ensuring that dangerous goods which will react dangerously together are kept apart. Lays down principles for where to place dangerous goods on board ship to ensure safe transport. Provides emergency response advice for dangerous goods involved in a fire or spillage on board ship. Substances and article subject to the provisions of this code are assigned to one of the classes 1-9 according to the hazard or the most predominant of the hazards they present. Class 1 Explosive substances and articles Class 2 Gases Class 3 Flammable liquids Class 4.1 Flammable Solids, self reactive substances. Class 4.2 Substances liable to spontaneous combustion Class 4.3 Substances which in contact with water emit flammable gases Class 5.1 Oxidizing substances Class 5.2 Organic peroxides Class 6.1 Toxic substances Class 6.2 Infectious substances Class 7 Radioactive substances Class 8 Corrosive substances Class 9 Miscellaneous substances There is a Dangerous goods listed in the code which gives details for each cargo for the following. The list is divided in 18 columns. All dangerous cargo transported by sea has to be carried in accordance with the provisions of this code. Column 1 UN Number. Contains the United Nations Number assigned by the United Nations Committee of Experts on the Transport of Dangerous Goods (UN List). Column 2 Proper Shipping Name (PSN) Contains the Proper Shipping Names in upper case characters which may be followed by additional descriptive text in lower-case characters. Column 3 Class or Division - Contains the class and, in the case of class 1, the division and compatibility group. Column 4 Subsidiary Risk(s) - Contains the class number(s) of any subsidiary risk(s). This column also identifies if dangerous goods are marine pollutants by showing the letter P : Column 5 Packing Group Contains the packing group number (i.e. I, II or III) where assigned to the substance or article.

7 IMDG code Column 6 Special Provisions Contains a number referring to any special provision(s) indicated in chapter 3.3. Column 7a Limited Quantities Provides the maximum quantity per inner packaging. Column 7b Excepted Quantities Provides a code which can be referenced to determine the maximum quantity per inner and outer packaging. Column 8 Packing Instructions. Contains packing instructions for the transport of substances and articles. Column 9 Special Packing Provisions - Contains special packing provisions. Column 10 IBC Packing Instructions - Contains IBC instructions which indicate the type of IBC that can be used for the transport. Column 11 IBC Special Provisions Refers to special packing provisions applicable to the use of packing instructions bearing the code IBC in Column 12 IMO Tank Instructions. This column is no longer used but used to apply to IMO portable tanks and road tank vehicles. Column 13 UN Tank and Bulk Container Instructions Contains T codes (see ) applicable to the transport of dangerous goods in portable tanks and road tank vehicles. Column 14 Tank Special Provisions Contains TP notes (see ) applicable to the transport of dangerous goods in portable tanks and road tank vehicles. Column 15 EmS Refers to the relevant emergency schedules for FIRE and SPILLAGE in The EmS Guide Emergency Response Procedures for Ships Carrying Dangerous Goods. Column 16 Stowage and Segregation Contains the stowage and segregation provisions as prescribed in part 7. Column 17 Properties and Observations Contains properties and observations on the dangerous goods listed. Column 18 UN Number Contains the United Nations Number for ease of reference across both pages of the printed book. Training requirement for IMDG code: Section of the IMDG Code requires that shore-based personnel engaged in the transport of dangerous goods intended to be transported by sea must be provided with: training in the contents of dangerous goods provisions commensurate with their responsibilities. As the purpose of the training will be to provide practical guidance and instruction on how individuals can fulfil the obligations imposed by the roles they fill in the work place, the training process must incorporate some means of determining if staff are competent in their allocated roles Compliance in India As per MS notice 6 of 2010 of DG shipping India it makes mandatory for all dangerous cargo to be transported by sea in accordance with the IMDG code.

8 World s busiest ports: Shanghai Port ranks among the world s busiest ports in the world in terms of TEU handled. In 2010 it handled 29,069 thousand TEU. Second is Singapore with 28,431 thousand TEU and third is Hong Kong with 23,699 thousand TEU. In comparison to that India s busiest port is JNPT which is ranked 25 th and handled 4,280 thousand TEU in In terms of Cargo tonnage Shanghai port ranks among the busiest. In 2010 the total mass of actual cargo transported through the port is 534,371 thousand metric tons. Second is Singapore with 501,556 thousand metric tons and third is Rotterdam 429,926 thousand metric tons. In the top 20 busiest ports there are 9 Chinese ports and in contrast, there is no Indian port in the top 20 list. FEEDBACK For more information / queries and feedback please contact R. Balasundaram Harshad Patwardhan Vice President - Marine Marine Loss Control Engineering r.balasundaram@tata-aig.com harshad.patwardhan@tata-aig.com DISCLAIMER The publication is for private circulation only. It is for internal additional information of employees and associates. Views expressed in the article are personal views of author and the publisher, and/or editor does not own any responsibility legally or otherwise. Though due care is taken to give accurate information, the readers are advised to verify independently the correctness of the information given. LIMITED PENINSULA CORPORATE PARK, PIRAMAL TOWER G.K.MARG, LOWER PAREL, MUMBAI TEL: , FAX: