March 2010

Press Clippings

Collated by ISIS Communications

Cargo Systems (Online) 1 March 2010

Keeping control on the quayside rails Mon, 1 Mar 2010

While the hoist brakes may be considered the most important for cargo handling operations, gantry brakes, including storm brakes, must not be overlooked. "Gantry brakes and rail clamp is an area which deserves special attention by terminal operators and their insurance companies, in view of more frequent wind induced collisions and collapse, being encountered," says Portek’s chairman Larry Lam.

Indeed, recent research by the TT Club into the cause of insurance claims shows that quay cranes being blown along their rails is the second biggest cause of weather damage to cranes. Such accidents can be very costly, both in terms of the destruction of the cranes and potential loss of human life, illustrating just how important gantry brakes are.

Lam continues: "Multi-disc motor integrated brakes suffer from poor heat dissipation and limited access to check adjustment and lining wear. They should be replaced with separately mounted thruster disc brakes or calliper brakes. The number of gantry brakes should be increased to 50% of the wheel assemblies, to provide more resistance against runaway condition in the event of a wind gust during crane operation."

According to storm brake specialist Rima, terminals must have a clear idea about the real maximum wind speed to which their cranes may be exposed.

Among recent technical innovations undertaken by Rima, it says it has rationalised the conception of the hydraulic units/cylinder for releasing its series of self-blocking rail clamps, avoiding the use of hydraulic accumulators.

"This is through the use of cylinder dimensioned not on the base of load but on the base of volume to guarantee hydraulic delay," explains Vincenzo Marmorato, Rima’s commercial director.

Marmorato argues that Rima’s self-blocking rail clamps offers a greater level of durability and reliability than traditional spring rail clamps. "Our system, when applied, stands ready to work, without any effect by jaws on rails," he says. "Our system starts working only under the effect of the wind and reacting proportionally to the wind force. Therefore, real working time is very short compared with traditional systems which, once applied, are subject to wear even without wind."

China Daily News 9 February 2010

CILT Awareness Bulletin (Online) 25 March 2010

TT Club Highlights Good Practice in Handling Packaged Dangerous Goods Leading insurance provider to the transport and logistics industry, TT Club has issued its updated guide to risk management; the International Maritime Dangerous Goods Code's (IMDG Code - amendment 34) classification of dangerous goods.

"The importance of compliance in the handling of packaged dangerous goods for international transit can't be over-emphasised," states Peregrine Storrs-Fox, TT Club's Risk Management Director. "As specialist providers of liability cover to the global logistics sector, TT Club continually seeks to inform and advise operators on how best to manage their risks, minimise accidents and reduce claims. Adherence throughout the supply chain to the IMDG Code is of a high priority in achieving these aims".

This latest guide, jointly produced by TT Club and ICHCA International, provides a quick reference to the marking and summary documentary requirements based on Amendment 34-08 of the IMDG Code, which became mandatory on 1 January 2010.

A high proportion of international packaged cargoes are deemed to have the potential to be dangerous to those who work in the supply chain. Despite this, millions of tonnes of such goods are safely transported every year, primarily due to international standards specifying how these commodities, whose properties vary widely, can safely be handled during packing, loading and unloading and in transit via different modes of transport. Codes have been developed for individual modes under an overall United Nations umbrella and the IMDG Code is the applicable publication for sea carriage.

Up-dated every two years by the International Maritime Organization (IMO), this Code specifies the ways in which dangerous goods are classified, packaged, marked and labelled, documented, stowed, secured and segregated inside freight containers and ro-ro vehicles; plus the relevant ‘placarding' on the outside as well as stowage and segregation on the terminal and on-board the ship. A basic essential is for the goods to be properly classified and there are nine classes in the UN classification system. Once identified, the Code then specifies in detail the correct way of handling each substance.

Compliance with the IMDG Code by all the parties concerned is crucial to the safe receipt, handling, stowage and conveying of packaged dangerous goods. ICHCA International first published an explanatory document for its members on the IMDG Code in 1992 and has updated it every two years in line with amendments to the Code.

Together with TT Club it has now re-published two pocket cards, as part of this latest guide and these appear under their appropriate covers. The first card (coded ‘IIL/1') deals with documentation and specifies what detailed description must be included in declarations made by the shipper, according to the class of the substance or article. The second card (‘IIL/2') shows all the various labels/placards, signs and marks that are appropriate in each case. Both pocket cards are intended to be carried and used as a reference during the working day.

The guide comes both in printed form and as a PDF, the latter providing links to related information. The PDF is downloadable from the publications menu on the Home page of the TT Club website at http://www.ttclub.com/. It is also possible to request the printed version free of charge however; a contribution to production costs may be required for larger orders. Please follow the instructions on the website for ordering printed copies. The guide is also available from ICHCA International Ltd at http://www.ichca.com/.

As previously highlighted by TT Club, the latest amendment to the IMDG Code includes a mandatory provision for the training of shore-side workers, critically for personnel working for shippers, agents, forwarders, consolidators and others dealing with the goods and documents prior to entering the supply chain. The TT Club and ICHCA International have both advised their members to inform their shipper customers of this requirement and have highlighted the Exis Technologies e-learning package as one way of supporting appropriate function-specific training.

Freight Industry Times – online 12th

February 2010

Logistics insurance need not be a gamble

Brian Sullivan, the TT Club’s Director of Business Development, brings insight into what is for some a mysterious world of risk and legalese

On the night of 1st November 2005, a major fire at a warehouse in Leicestershire in the UK, destroyed clothes destined for a store owned by fashion retailer, Primark. The damage was estimated at tens of millions of pounds.

At least half of the entire stock at the warehouse was destroyed in the fire, though fortunately no one was injured. Some 15 fire engines fought the blaze in the 300 sq. metre warehouse, which was operated by the logistics service provider, TNT NV. Witnesses told of how the fire engulfed the whole area in a matter of minutes, mainly because of the presence of flammable material in the warehouse. A fire service spokesman said: "It was full of clothes so it was obviously going to spread very quickly. There is pretty much 100% damage to the building." Fortunately, Primark and TNT were fully insured for the stock loss and for business disruption.

“It was the biggest catastrophe you can imagine,” commented a spokesman for Primark’s parent company, Associated British Foods. Yet ABF’s share price actually increased after the fire – perhaps partly because at a stroke Primark had effectively disposed of the stock, which was insured for its retail value, but also because of the swiftness and efficiency of the response to the disaster.

Disasters such as this one are, thankfully infrequent occurrences in the logistics industry, but when they do happen, they can have a very serious effect on any transport company, and could even put them out of business if they don’t have sufficient insurance cover.

TT Club has been offering insurance to the transport and logistics sector for thirty years. This particular part of commerce is rather complex and fast-changing, and so requires a flexible and understanding approach to its insurance needs.

Traditionally, insurers have been wary of the ‘trucks and sheds’ side of the industry. It’s considered to be risky: trucks can cause a lot of damage, and liability can run into millions. Trucks have to make deliveries in awkward places – narrow streets for example – and that can result in damage. Warehouse fires can also be very expensive as fire services are unwilling to enter the buildings in case they collapse – as I expect was the case with the Primark fire. And the fact that you have a lot of people at logistics centres moving things about, as well as third parties such as delivery trucks on-site, means that accidents do occur.

Insurance costs

For the average road haulage company, simply insuring its fleet trucks can account for over half of the company’s total insurance costs. The next largest item on the bill will be employer’s liability insurance, which can account for 25% of the total, while liability for cargo in transit is around 10%. Overall, a transport and logistics company can find that, as a percentage of its turnover, insurance costs can be as much as its pre-tax profit.

That being the case, I believe it pays transport companies to take a long hard look at their insurance needs, and to use a broker or insurer who understands the transport business. Claims drive premiums, so anything that can be done to reduce risk and losses will save money. Companies should make sure they are doing all they can to follow correct health and safety procedures; to ensure staff are properly trained in their jobs; and that appropriate operational systems are in place to ensure goods are moved as safely as possible.

If a pro-active attitude can be demonstrated and this is backed by robust processes for managing risk, then insurers will take a positive view when it comes to premium calculations. The likely result of such a strategy is a modest claims record. This is important as when changing insurance provider, all businesses are obliged to declare their claims records, so there is no point in massaging the facts.

Ports & Harbors (Page 20-21) March 2010

Seaports Press Review (Online) 25 March2010

TT Club Highlights Good Practice in Handling Packaged Dangerous Goods

Leading insurance provider to the transport and logistics industry, TT Club has issued its updated guide to risk management; the International Maritime Dangerous Goods Code's (IMDG Code - amendment 34) classification of dangerous goods. "The importance of compliance in the handling of packaged dangerous goods for international transit can't be over-emphasised," states Peregrine Storrs-Fox, TT Club's Risk Management Director. "As specialist providers of liability cover to the global logistics sector, TT Club continually seeks to inform and advise operators on how best to manage their risks, minimise accidents and reduce claims. Adherence throughout the supply chain to the IMDG Code is of a high priority in achieving these aims". This latest guide, jointly produced by TT Club and ICHCA International, provides a quick reference to the marking and summary documentary requirements based on Amendment 34-08 of the IMDG Code, which became mandatory on 1 January 2010. A high proportion of international packaged cargoes are deemed to have the potential to be dangerous to those who work in the supply chain. Despite this, millions of tonnes of such goods are safely transported every year, primarily due to international standards specifying how these commodities, whose properties vary widely, can safely be handled during packing, loading and unloading and in transit via different modes of transport. Codes have been developed for individual modes under an overall United Nations umbrella and the IMDG Code is the applicable publication for sea carriage. Up-dated every two years by the International Maritime Organization (IMO), this Code specifies the ways in which dangerous goods are classified, packaged, marked and labelled, documented, stowed, secured and segregated inside freight containers and ro-ro vehicles; plus the relevant 'placarding' on the outside as well as stowage and segregation on the terminal and on-board the ship. A basic essential is for the goods to be properly classified and there are nine classes in the UN classification system. Once identified, the Code then specifies in detail the correct way of handling each substance. Compliance with the IMDG Code by all the parties concerned is crucial to the safe receipt, handling, stowage and conveying of packaged dangerous goods. ICHCA International first published an explanatory document for its members on the IMDG Code in 1992 and has updated it every two years in line with amendments to the Code. Together with TT Club it has now re-published two pocket cards, as part of this latest guide and these appear under their appropriate covers. The first card (coded 'IIL/1') deals with documentation and specifies what detailed description must be included in declarations made by the shipper, according to the class of the substance or article. The second card ('IIL/2') shows all the various labels/placards, signs and marks that are appropriate in each case. Both pocket cards are intended to be carried and used as a reference during the working day. The guide comes both in printed form and as a PDF, the latter providing links to related information. The PDF is downloadable from the publications menu on the Home page of the TT Club website at www.ttclub.com. It is also possible to request the printed version free of charge however; a contribution to production costs may be required for larger orders. Please follow the instructions on the website for ordering printed copies. The guide is also available from ICHCA International Ltd at www.ichca.com. As previously highlighted by TT Club, the latest amendment to the IMDG Code includes a mandatory provision for the training of shore-side workers, critically for personnel working for shippers, agents, forwarders, consolidators and others dealing with the goods and documents prior to entering the supply chain. The TT Club and ICHCA International have both advised their members to inform their shipper customers of this requirement and have highlighted the Exis Technologies e-learning package as one way of supporting appropriate function-specific training.

Supply Chain Europe (Pages 42-43) January - February 2010

Taiwan Shin Sheng Daily News 9 February 2010