Review Date:

17 October 2012

Open Government Status:

Fully Open

Version No & Date:

1: 17 October 2008

Author Unit/Section:

Transportation Section

Target Audience:

FOD staff who inspect docks

Summary

This SIM updates and replaces SIM 05/2004/56 and offers inspectors guidance on the issues to consider for the safe handling of sawn timber packs and board materials on the docks. It has been developed in consultation with the ports industry.

Introduction

1 This SIM contains practical guidance on the safe handling of sawn timber packs and board materials on the docks. It takes account of consultation with the docks industry and companies who regularly handle timber. It is aimed at all docks premises where timber packs and board are unloaded from ships. Guidance on the safe stacking and storage of timber and board material on the docks is covered by HSE information sheet: Woodworking Sheet No. 2 (Revised) - Safe stacking of sawn timber and board materials.

Hazards

2 Timber cargo may be packaged or loose. Packages may vary in length and size. Packs do not always contain uniform lengths. The generic term used is 'sets of timber', which includes pallet wood, plywood sets, etc. There are also specific terms, used in the docks, for packaged timber:

• Truck bundles are packs that consist of sawn lengths of varying length. It is normal practice to square off one end to give a flush face. The other end will be irregular, where the differing lengths protrude.
• Length packs have a flush face at each end.
• 'TV sets' is the popular term given to pallet wood in a box-shaped pack.

3 The main hazards involved in unloading of timber and board from ships are:

• People being struck or crushed by a load or gear during mechanical handling (for example when using a crane or fork-lift truck);
• Slips, trips or falls while working atop an uneven, unstable or icy load;
• Access to deck cargo;
• Collapse of 'cliff edge' or bundles in stack;
• Voids formed in the cargo, especially by truck bundles (this problem is further complicated as wrapped cargo can give a false impression of a solid surface);
• Atmospheric conditions, for example fumes from machinery and treated timber, oxygen deficiency, solvents;
• Dust (both a respiratory and explosive hazard).

4 Risk assessments made under the Management of Health and Safety at Work Regulations 1999 should be carried out to assess the hazards and risks of unloading timber cargoes. They should cover risks to employees and others who may be affected by the work activity, including contracted stevedores and the ship's crew. The appropriate control measures need then to be put in place. The following issues should be considered.

Planning for safe unloading

5 Most accidents and near misses which occur could be avoided if the risks from the work are considered and plans for the unloading operation are made at an early stage, ideally the first time that a new cargo is consigned to a port. The shipping operator and the port handling company should agree on the equipment and systems that will be used to ensure the load is delivered safely. Both parties should keep each other informed of any significant changes that may introduce new risks.

6 It may be necessary for a written record of a plan to be made for each ship visit. The plan needs to be given to the workers involved, preferably in written form to the supervisor. The plan should enable activities to be co-ordinated and it should clarify the interface between ship and shore based personnel (the ship's crew may be involved in unloading.) The plan should take into account the list of the ship and outside influences, such as movement caused by the passage of other vessels.

Inspecting the load

7 The way in which deck cargo is stowed and secured greatly affects the loading and discharging method and the safety of operatives, especially when deck cargoes of timber tend to be very high and extend across the full width of the deck.

8 The load should be inspected from a safe vantage position. The ship's passage to the port should be discussed with the ship's master (or appropriate ship's officer) before unloading begins to determine if the cargo moved in transit. If the load has moved or become unstable in some way, for example overhanging the hatch lids, it will need careful consideration of how it can be unloaded safely.

Site conditions

9 The area where material is to be unloaded must be suitable for this to be done safely. It should be checked before unloading begins to make sure it is safe to proceed. Look for hazards such as:

• the suitability of the ground for vehicles for example, fork-lift trucks and load stability - it should be flat and even with a slope of no more than 20, ideally with a top surface of asphalt, tarmac or concrete and well maintained with no potholes;
• any obstructions in the loading area such as waste timber, steel/plastic banding or unused bearers;
• pedestrians in the loading area - people should be kept clear unless they are immediately involved in the unloading operation;
• adequate lighting.

Access to cargo

10 Access to the ship should generally be provided by the ship's accommodation ladder, or by the ship's gangway in accordance with the Docks Regulations 1988 and the Merchant Shipping (Means of Access) Regulations 1988. These should be properly rigged, netted and secured and deployed at a safe angle.

11 Properly maintained safe means of access to cargo should be provided. A pre-use visual check is advisable. Portable ladders should be used only where no more secure means of access is reasonably practicable. Effective measures should be taken to ensure that the ladder is adequately secured to prevent it from slipping.

12 Whenever possible unloading of the cargo should start from the inside packs, leaving the outside packs as a barrier, to minimise the risk of a fall from the side of the ship. The list of the ship should be considered. The cargo/slings must be assessed for the suitability of the removal of the outside packs at the end, that is:

• Endless slings are the preferred option;
• Alternatively, sling eyes should be left in a retrievable position;
• If skids are in place a wire can be used;
• Personnel should not be put at risk from falls so, if the options above are not possible, a man-cage, harness or any other suitable system to prevent falls must be used.

13 At no time should the load pass over the heads of anyone. The ship should be unloaded tier for tier, where circumstances allow, to minimise the risk of falling a distance greater than one pack high.

14 Care should be taken when walking across the top of the stow so as to avoid slips, trips and falls. Particular care should be taken not to step into any gaps, including those created by truck bundles.

15 Cargoes arriving during the winter months or from Baltic ports may be covered in ice. Slips risks may be reduced by wearing appropriate footwear, for example with studs or chains or spiked crampons. The choice of footwear should consider individual circumstances and potential damage caused to the cargo. Care should also be taken when walking on wrapped timber, particularly when wet, as this type of stow can be very slippery.

Slinging/lifting of loads

16 Cranes are commonly used to unload timber. The following points should be considered within the risk assessment:

• Selection and use of lifting equipment and lifting tackle which are suitable for the task, in particular, the safe working load (SWL) should not be exceeded. 'Knotted' and 'shortened' slings may reduce the safe working load to an unacceptable level and should not be used.
• Evidence from the shipping company or ship's master should be obtained prior to discharge, certifying that a certificate of thorough examination for the ships lifting equipment, including slings, as required by the Docks Regulations 1988, Merchant Shipping (Hatches and Lifting Plant) Regulations 1988, Merchant Shipping (Safety at Work)(non UK Ships) Regulations 1988 and The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting Equipment) Regulations 2006.
• A competent person, for example the supervisor, should undertake a visual inspection of the ship's sling certificates and the ship's gear.
• Pre-slung slings should be checked before attaching the load. Endless slings are the preferred type for timber which form the outermost packs as there is no need to lean over or climb on the load to find the looped end.
• If there is any doubt over the integrity of any sling it should not be used. Single-use slings should be disposed of to prevent them being re-used. For pre-slung loads the slings belong to the ship. To prevent re-use of damaged slings they should be separated from the re-usable ones before returning them to the ship. Damaged slings should be taken out of circulation to prevent them being used again.
• The load must be held securely by the slinging gear. The load should be slung so that it will not suffer collapse, change of form or posture or internal displacement when subjected to jerks, swings or bumps after the initial tightening. The load must not damage or be damaged by the slinging gear; the load should be as safe, when slung, in the air as it was on the ground.
• Multi-bundle slinging should avoid varying sizes of bundle.
• Unless a suitable spreader is used, standard packs of timber should be lifted out side by side and not end on, as this can result in one pack swinging around with some force to lie alongside the other causing a trapping hazard. The exception to this is with pallet wood packs which are virtually square when looked at in plan view.
• Appropriate use of spreader beams may be required where there is a danger of the slings coming together allowing the load to become unstable and / or excessive angles of the sling legs exceeding the slings rating (SWL). The principle of the spreader is to even the strain upon the single legs of the sling, to avoid the effect of excessive angles and to protect the load from damage.
• Port operatives involved in slinging must be away from the load before it is lifted - no one should stand on or under the load while it is being lifted.
• A trial lift should be undertaken to allow the operative to check the estimations of balance, stability and general security of the load while it is in a relatively safe position. If in doubt the load should be set down and re-slung if necessary.
• A safe method of re-slinging unsafe or collapsed loads should ensure that the load is supported and operatives are not put at risk while the slinging is undertaken.
• A suitable landing site should be prepared before any lifts take place. This should be kept free of debris to minimise slips, trips and falls during the unloading operation and a final clear-up should leave the area clean and ready for use next time.
• 'Reeving' (where a line is passed through a block, ring or other object) should be avoided and only used in exceptional circumstances as it damages the uniformity of the load. Moreover, the use of a single wire on a single pack should be avoided, as there is a danger of the timber slipping from the sling (spearing).

Supervision

17 All persons involved in the unloading operation should know who is in charge. This is particularly important where contracted labour is working alongside employees. Supervisors should be experienced in handling timber and clearly understand their management role.

Communication

18 Clear lines of communication should be established between all those involved in the operation. Communication from the banksman to the crane operator should be clear, agreed and understood. An agreed system should be followed for hand signals, see Safety Signs and Signals - Guidance on the Health and Safety (Safety Signs and Signals) Regulations 1996.

19 Guidance on crane signals can be found in BS 7121 - Code of Practice for Safe Use of Cranes. The designated banksman should not be engaged in any other role in the lifting operation. The signaller should stand in a secure position, where he can see the load and be clearly seen by the crane operator.

20 In situations where the signaller cannot be seen, radio communications of two banksman should be used. It is good practice to ensure that only the designated banksman gives signals to the crane operator and the crane operator must be aware of who that individual is. The exception to this rule is the emergency stop signal which any operative may give to override the previous signal.

Fork-lift trucks

21 When using forklift trucks for unloading it is essential to consider not only the lifting capacity of the truck but also the size and spread of the forks (that is, match to the spread of the pack) and the ground on which the truck is being used. When lifting forklift trucks into the hold of a ship, the slings/hooks should be attached to properly designed and tested lifting points on the truck. Forklift truck drivers must be trained and competent.

22 Timber packs with uneven ends may sometimes become entangled with neighbouring packs during transit. To disentangle the ends operators sometimes use the tips of the forks, where a forklift truck is working in the hold, to lift one end of a pack and 'bounce' it until it is freed, a practice known as 'gapping'. Use of the fork tips to lift loads should be prevented as it places excessive forces on the forks and can lead to cracks and subsequent failure of the forks.

23 Where timber cargoes are not pre-slung, operators use the tips of the forks to raise the end of the timber packs just high enough to allow a sling to be placed underneath. Alternative ways of slinging timber packs should be sought, for example where dunnage has been used it should be possible to slide the fork arms beneath the timber packs.

24 When working on deck any gaps in the cargo should be covered. The covering needs to be strong enough to take account of the weight of whatever is placed on it or moved across it. The covering should not move about if someone walks on it. Never allow forks to protrude over the side of the ship. When lifting the outside package, apply the handbrake and ensure wheels are chocked, prior to lifting.

25 When working below deck ensure the headguard is adequate and securely fixed. Ensure the cargo is removed equally across the hold. Excess exhaust fumes should be reported to the supervisor.

Relevant legislation

26 The legislation which applies is listed below. Please note, merchant-shipping legislation is enforced by the Maritime and Coastguard Agency.

• Health and Safety at Work etc Act 1974, Sections 2 and 3 in relation to safety of employees and others;
• Docks Regulations 1988
• Lifting Operations and Lifting Equipment Regulations 1998, in particular regulations 8 (organisation of lifting operations) and 9 (thorough examination and inspection);
• Management of Health and Safety at Work Regulations 1999, regulations 3 (risk assessment) and 11 (co-operation and co-ordination);
• Health and Safety (Safety Signs and Signals) Regulations 1996;
• Merchant Shipping (Hatches and Lifting Plant) Regulations 1988;
• Merchant Shipping (Safety at Work)(non UK Ships) Regulations 1988;
• Merchant Shipping (Means of Access) Regulations 1988.
• The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting Equipment) Regulations 2006

Enforcement

27 The likelihood of a serious or fatal accident during timber handling should be remote if the training, supervision and safe systems of work (SOW) are adequate. Significant shortcomings in the systems of work and training when assessed against the criteria in this SIM will quickly increase the risk gap. Where inspectors find that load / discharge operations are not being conducted in accordance with a written SOW, where staff are untrained or where the basic principles of safe slinging and lifting are not being followed a prohibition notice should be considered.

Further information

28 For further information on the issues raised in this SIM contact the STSU Transportation Section.

Action by inspectors

29 Inspectors are asked to:

• Apply the standards in this SIM when examining timber-handling operations on the docks.
• Advise the STSU Transportation Section of any problems in using this SIM.

Cancellation of instructions

30 Cancel and destroy SIM 05/2004/56.