ICHCA INTERNATIONAL

ICHCA INTERNATIONAL presents

TT CLUB INNOVATION IN SAFETY AWARD 2016

A digest of entries received & winners announced

#makeitsafe www.ichca.com | ICHCA International

#makeitsafe CONTENTS

1 Foreword 4

2 About the TT Club Innovation in Safety Award 5

3 Winner 6

4 Highly Commended 9

5 Entries 11

6 About the TT Club 32

7 About ICHCA International 33

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© All rights reserved. No part of this publication may be reproduced or copied without ICHCA’s prior written consent. Disclaimer: ICHCA prepares its publications according to the information available at the time of publication. This report does not constitute professional advice or endorsement. All images have been supplied by the entrants.

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1 | FOREWORD 2 | ABOUT THE SAFETY AWARD

Promoting safety and good practice through TT Club believes that safety is fundamentally as The TT Club Innovation in Safety Award was and examples of ‘on-the-ground’ innovation to collaboration and sharing is at the heart of TT Club’s much about protecting and enhancing sustainable presented by ICHCA International in 2016 to influence safety culture, behaviour and processes mutual ethos. As a result, TT Club was delighted to business as about saving lives. While a ‘winner’ and highlight the importance of safety at a time of positively. The standard of entries was overall partner with ICHCA International to launch the TT ‘highly commended’ were ultimately chosen, TT increased operational demands on cargo handling extremely high and the judges were impressed by Club Innovation in Safety Award, which forms part Club and the other judges heartily commend each infrastructure and operations worldwide. Our goal the thought and time that had gone into many of of the ongoing ICHCA International and TT Club entry and trust that others may benefit from the was equally to champion and celebrate the many the applications. It is clear that a passion for safety #makeitsafe campaign. sharing of this digest. companies and individuals around the world who is prevalent, which is very encouraging. are 100% dedicated to ‘making it safe’ every day, It was a genuinely difficult task to evaluate the and to acknowledge and foster innovation to As detailed on the following pages, entries covered entries for this first Award. The judges were seeking improve safety in cargo operations and logistics. technologies, processes, systems and approaches something that had a proven record of improving to deal with a variety of safety topics, at sea and on safety, was original in its approach, conception and Peregrine Storrs-Fox Both ICHCA International and TT Club, the Award land, including: implementation, and was transferable between Risk Management Director Sponsor and a Premium Member of ICHCA, have operations globally, whether small or large. What TT Club a fundamental commitment to risk reduction Incident data gathering and analysis is presented here demonstrates breadth and depth • throughout the supply chain industry and, through the industry, responding to a diverse • Collision detection and prevention in particular, to safety within cargo handling range of issues. What was most clear overall was a • Container lashing and securing operations. This is paramount to the philosophy of widespread passion to improve safety and efficiency. • Container weight and load eccentricity the two organisations and the Award reflects this commitment. detection • Dangerous goods declaration and compliance The 2016 Award was open to anyone – an individual, • Equipment maintenance team or company – involved in cargo logistics. • Fire/smoke detection Entrants were required to show that a product, idea, • Packing of containerised dangerous goods and solution, process, scheme or other innovation had heavy project cargoes resulted in a demonstrable improvement to safety. • Port personnel safety • Working at height Empirical evidence or corroborative support was required to illustrate that the entry enhanced safety in a defined situation or provided a solution The winner of the TT Club Innovation in Safety Award to a defined issue. Among other criteria, the judging 2016 was announced at the ICHCA International panel was looking for originality and the possibility Conference in Barcelona in March 2016 and awarded for applications in wider industry circumstances. by Kitack Lim, Secretary-General of the IMO.

Applications were received from a wide range In 2017, the award will be presented in October to of industry stakeholders, including individuals, coincide with ICHCA’s 65th Anniversary Conference companies and teams. The geographic scope of in Las Palmas. entries was also diverse, including Africa, Australia, North and Southern Europe, Indian Sub-Continent, Middle East, South America and South East Asia. If you would like to enter the awards in 2017, please Entries covered both new technology developments contact [email protected] for more details.

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From left to right: 3 | AND THE WINNER IS... Eduardo Autelli (vendor, CAE SISTEMAS), Miriam Arcuri (vendor, CAE SISTEMAS), Aluhe Autelli APM TERMINALS BUENOS AIRES (vendor, CAE SISTEMAS), Juan Pablo Lloret FOR THE MOBILE PORT EQUIPMENT (HSSE supervisor APM Terminals), Javier C. Daffada (HSSE Manager SAFETY LOGGING SYSTEM APM Terminals), Roberto O. Diaz (HSSE supervisor APMT Buenos Aires APM Terminals) was the winner of the TT Club Innovation in The solution No man on cabin. The Buenos Safety Award 2016, The team went back to the design table, with the Aires team also observed for its mobile port help of a developer who was already working with several operators who stepped down from their the terminal on a GPS tracking device for CHEs, and equipment Safety equipment but left engines running while the designed a system with the following capabilities: vehicle was unattended. If this happens now, the Logging System. This equipment will shut down automatically after 10 innovation produced Live GPS positioning for all equipment, including seconds. measurable proven but not limited to RTGs, reach stackers (full and results in incident empty), forklifts, pickups and internal buses. Use of seatbelt. This was of course the primary reduction and objective. However, as the project moved forward the APMT Buenos Aires team noticed that many behavioural responses An ID Touch key with selective logging system for operators were bypassing the system, or simply not from the workforce. each previously authorised operator. In order to be authorised, drivers first need to take an official logging onto it at all. The company therefore made training course and be certified. Operatives might the following enhancements: The problem get certification for a forklift but maybe not for a Back in 2012, APM Terminals started to roll out its Javier Daffada, Health Safety and Environment Manager • The equipment will not start if the driver is reach stacker, for instance, so the touch key only ‘Global Minimum Requirements’, part of which at APM Terminals Buenos Aires, accepts the 1st ICHCA not logged on allows them to work on that specific equipment. required the mandatory use of seatbelts in all cargo International TT Club Innovation in Safety Award • An alarm will sound if the seatbelt is not handling equipment (CHE) such as forklifts, reach from IMO Secretary General Kitack Lim at the ICHCA used and the equipment then turns off stackers, RTGs and mobile harbour cranes. International Conference 2016, introduced by Peregrine Speed tracking. With the GPS APMT set the automatically Storrs-Fox, Risk Management Director at TT Club max speed inside the terminal at 30km/h and • If the seatbelt is activated before the seat 100km/h outside for pickups, whenever a vehicle As the HSE team at APM Terminals Buenos Aires sensor is activated this means it has been The HSE team looked into the option of installing a or equipment exceeds this limit, an alarm sounds started to look at enforcing this and other bypassed. In this case, the CHE will not start system capable of controlling the use of seatbelts. inside the cabin until the speed is reduced. requirements (35 in total), it became very clear that and an alarm will sound CHE operators at the facility commonly displayed a But the challenge here was that the system lack of awareness for their own safety. With mobile would be easy to bypass and difficult to enforce, Real time tracking. The technical department was APMT Buenos Aires also observed that many equipment constantly working across the eight especially as any operative could drive any reach having trouble getting this information so the decision technicians were bypassing the wiring so that they acres of the terminal, enforcing the new global stacker (for example) since they all come with the was taken to provide this technology on all equipment could disable the alarms. The company therefore requirements meant setting up a constant patrol to same starting key. to enhance preventive maintenance. created a specific high visibility light to ensure all check on driver behaviour. equipment can be seen to be working properly

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APM Terminals Buenos Aires is a container and multipurpose facility handling cargo such as machinery, steel pipes, steel plates, heavy lifts, fruit, paper, livestock, bulk and project cargo 4 | HIGHLY COMMENDED ANDREW RYAN AS NOMINATED BY ASCIANO FOR THE RYAN KEY

Entries for the TT Club Innovation in Safety Award were numerous and varied, and the judges were pleased also to award a Highly Commended prize to either at a certain distance or with the CCTV system. company was not going to give up on the cabin alarm Andrew Ryan, as nominated by Asciano If the lights are not blinking, the company knows system, they began to work on their behaviour and Australia, for the concept of the Ryan that the operative has bypassed the system and change the way they used the equipment. can respond quickly. All the above information Key. This simple tool enables container is recorded and analysed and indvidual reports Third step: Once APM Terminals Buenos Aires twistlocks that have partially failed or with hard statistics are generated for every non- was able to reduce the bypass and sabotage of been incorrectly installed to be locked compliant employee. the equipment, the company started to control in the open position, eliminating the the reports, calling the operatives in one by one The results need for operatives to remain in the and showing them the statistics resulting from a This system was implemented on APM Terminals Andrew Ryan, a crane operator, safety facilitator, decrease in rule breaking. By doing so the company danger zone to hold them whilst the Buenos Aires in 2012 and has been working there workplace trainer and HSE representative working at was able to combine this with its Behaviour Based container is discharged. Patrick’s AutoStrad terminal in Brisbane received the ever since. The results have been remarkable. Safety Training System to effect real change. Highly Commended prize for the Ryan Key, a twistlock handling safety tool he invented in his shed First step: Like all systems requiring changes to human behaviour, this project involved a lot of Next steps: The next step will be to combine this The problem The solution equipment with a digital safety checklist of the discussions with union representatives, operatives For decades, stevedores all over the world have That night, in his shed, Andrew came up with a equipment so that each operative needs to run and even with the technical department, who were been putting their lives at risk due to jammed simple but effective idea to prevent this danger. He through the checklist before starting the equipment. worried about the equipment draining the batteries twistlocks on shipping containers. invented the Ryan Key, now used across Asciano’s The aim is to complete this work by the end of 2016. (it was not). Patrick Container Terminals group. Patrick manages Crane operator Andrew Ryan recalls how frightened Second step: After the operatives saw that the about half of all containerised cargo that enters a worker had become at Brisbane’s Fisherman or leaves Australia, handling more than 3m TEU Islands Terminal in March 2013. Containers were annually through four container terminals in being unloaded when a team leader called for help Brisbane, Sydney, Melbourne and Fremantle. with multiple snagged twistlocks and the worker “Although we still have a long way to go, this award has Andrew followed the “hierarchy of control” to come had to enter the restricted work zone as containers to this solution. It was obvious that the potential encouraged the team to face all the upcoming challenges.” were moving. risk was injury and death:

Javier Daffada, Health Safety and Environment Manager Afterwards, this man was visibly shaken and Level 1: Firstly, he identified the main hazard that APM Terminals Buenos Aires adamant that no-one should have to face that needed to be eliminated: faulty twistlocks. Andrew danger. Seeing the worker’s fear was the turning concluded that he could not eliminate the faulty point for Andrew. twistlocks, as they are not owned by Asciano.

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Entries are presented in alphabetical order and comprise The Ryan Key enables twistlocks that have partially failed or been those that have granted permission for the details to be given. incorrectly installed to be locked in the open position, eliminating 5 | ENTRIES the need for operatives to remain in the danger zone to hold them while the container is discharged APM TERMINALS – PROJECT STACK

The problem The industry has experienced numerous incidents and fatalities in connection with containers being knocked down from stacks on RTG yards.

The solution Project STACK – Systems to Tackle Accidents with Container Knockdowns – is a company-wide initiative at APM Terminals. The project was structured as a staged, collaborative process involving a multidisciplinary Level 2: He could not substitute the hazard with The Ryan Key is now implemented in work practises team, and resulted in the development of fully something safer for the same reasons. Employees at all Patrick terminals and the results speak for innovative functional specifications for a Load have to step into the Restricted Work Zone to unlock themselves: worker morale is much higher, safety Collision Prevention System (LCPS). a faulty twistlock, therefore he could not isolate the culture has improved, productivity is up, and most hazard from employees. So Andrew developed an importantly: no fatalities have occurred. LCPS is currently being retrofitted on existing RTGs engineering control: the Ryan Key. Using the Ryan and is also now part of the specification for new containers. APM Terminals then developed its LCPS Key to keep faulty twistlocks open means that The results RTGs. The retrofit package has as a principle a as a medium-term, engineered solution, having employees are not in the restricted work zones Implementing the Ryan Key has removed a simple design, minimum interaction with the RTG determined that current off-the-shelf solutions while a container is lifted. significant amount of stress from workers who don’t controls and “plug & playability” for integration didn’t address all main risks. For instance, data Level 3: The crane operator and the person entering have to enter the restricted work zone anymore, with all different combinations of RTGs and control analysis showed that knockdowns of containers on the Restricted Work Zone to apply the Ryan Key have and from the crane operator lifting the container, systems brands. It consists of one 2D scanner and adjacent bays are a considerable risk, but no existing to follow the amended communication protocol who feels responsible for the wellbeing of his work one 3D scanner to generate the stack profile, and a system catered for this. “Adjacent bay detection” that ensures no containers are lifted while a person colleagues, says Asciano. Opening faulty twistlocks small control box in the cabin. was therefore incorporated into APM Terminals’ is in the restricted work zone. with the Ryan Key is also faster, having a positive LCPS as one of the innovative new features. impact on productivity as the 12 million dollar crane From the start, says APM Terminals, there was a clear The next steps does not sit idle anymore. In some cases several focus on the problem to solve and on the analysis The results Once Andrew decided that he had to find a solution twistlocks can be jammed at the same time on each to be performed. All RTG knockdown incidents were Results of STACK are evident both in terms of lagging to working with faulty twistlocks, he developed corner of a container. analysed and tools such as stack position heat- and leading indicators. Since the start of the project, the initial concept of a plastic fork wedged device maps, risk assessment and Failure Mode Effects deployment of the SOPs has decreased container enabling the twistlock head to remain in the open “Andrew Ryan took the initiative to solve a major Analysis were used to identify root-causes, failure knockdowns towards the service lane by 70%. Analysis position for the container to be unloaded. safety issue that had been an everyday work mode, consequences, frequency and controls. shows that not only have incidents decreased, but practise for many decades. His idea is amazing in also variability: this shows higher control over the After approval from the Terminal’s Safety Manager, its simplicity and effectiveness,” adds Asciano. This resulted in a two-step approach, where initially process and that improvements are the outcome of Andrew made prototype keys in his shed. He immediate-containment Standard Operating the control measures, rather than a “lucky strike”. returned to work the next day to trial the first Andrew is now talking with container terminal Procedures (SOPs) were rolled out for minimising prototypes – with instant success. He then took the owners worldwide to have the Ryan Key safety risks, based on motion interlocks on the APM Terminals is rolling the system out across its idea to senior work colleagues for their thoughts on implemented. More information on the Ryan Key RTG trolley that prevent trolley movement at hoist global network, and will also make LCPS available to the idea. Their response was 100% positive. can be seen on YouTube. heights where there is the risk of knocking down other operators with no exclusivity or IP claims.

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APM TERMINALS AQABA CONTAINER APM TERMINALS BAHRAIN – TECHNICAL TERMINAL - SAFETY AWARENESS AND SAFETY SOLUTION FOR RTG YARD TRAINING CAMPAIGN CRANES AND REACH STACKERS The problem provide “fresh eyes” along with technical experience The problem The team at Aqaba Container Terminal (ACT), part of to innovate control measures. APM Terminals Bahrain, operator of Khalifa Bin the APM Terminals group, realised that although it Salman Port, had experienced several incidents had conducted significant risk assessments, these SOPs were updated as as result and teams were due to blind spots facing operators, of rubber had not been fully comprehensive or involved the briefed on the new processes and reasons why tyred gantry cranes (RTG) and reach stackers right teams to have the desired impact. these changes were made, by colleagues and peers (RS). Additionally, there had been some container who conducted the risk assessments. Through this toppling incidents involving RTGs while in reverse As a young terminal, opened in 2006, and with process, not only were the main risks identified mode, which caused damage to the container and significant new hires, the ACT team realised that but “we enabled our workforce to enhance their could potentially have led to a fatality for truck it needed a greater focus on building a robust awareness, own the process, understand why drivers. The terminal therefore wanted to find safety culture along with ‘hard’ safety features and provide them the tools to consider the same a technical solution to mitigate these risks and related to traffic layout, signage, line marking and approach in the way that they work daily,” says ACT. address a number of related safety concerns for accidental movement of RS cabins, with a infrastructure improvements. RTG and RS operations. proximity switch added to determine the The results position of the lock pin. This was linked directly The solution Safety awareness has now risen significantly, as The solution to the gearbox controller to prevent any motion ACT implemented a full awareness and training illustrated by a 13% increase in the number of A range of technical solutions was developed and in cases where the lock pins are not secured. A campaign for all employees, including operators, safety observations reported by teams on the implemented on RTG and RS equipment, including: light indicator in the operator cabin indicates clerks and foremen. Employees were given the time ground, along with their greater ownership of when the lock pin is in the correct position. RTG and resources needed to review each operational intervention and awareness. Observations are • A camera was fixed on the back of the RS, activity in the business, placing their Safe Operating reported more intensively and solved immediately. • Six-camera CCTV system installed on RTGs to with a screen fixed inside the cabin, allowing Procedures (SOPs) “to the side” and reviewing the There has also been a significant reduction in the give operators a clear view of the blind spots, the operator to overcome the blind spot on activity from a risk perspective only. This process number of incidents per 1,000TEU, which is one of with four cameras fixed above the 4 RTG legs the screen while in reverse. The camera also involved collaborating between departments to the terminal’s key indicators. for right and left gantry, one fixed to monitor operates under night vision, giving the operator the truck lane and another to monitor the rear better visibility during night shifts. side for cross gantry (90 degree travel) from • A mechanical switch was mounted to open/ one block to another. close RS cabin door. • To address container topples in the reverse mode, The results the existing RTG PLC program logic was modified to RTG container toppling incidents have been reduced disable the hoist function in cases of unsafe height. and operators now have clear visibility, with no A green light indicator in the cabin notifies the blind spots. The risk of RTG doors accidentally operator once the hoist reaches the safe height. opening when the trolley is not in a parked position • Fitted a gate lock system, interfaced to the crane has been eliminated. PLC, to prevent the cabin door from opening RS cabins now remain in a secure position even during operation. in case of incidents, and operators’ blind spot in RS reverse has been overcome, lowering the risks of • Two rear lock pins were installed to prevent back-up collisions.

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APM TERMINALS SENEGAL – SAFETY APM TERMINALS SOUTH ASIA INLAND NETS FOR TRUCK OPERATIONS SERVICES - BIODEGRADATION FOR SAFE DISPOSAL OF AGRICULTURAL GOODS The problem

Working at height has significant potential for fatal The problem as a partner for the project. The BARC team came and serious incidents, due to people and objects APM Terminals Inland Services (IS) owns and up with a brand new culture, which enabled growth falling during unloading operations or packing of operates container freight stations (CFS) which of bacterial and fungal consortium (inoculums) goods. These need to be prevented. are customs-bonded spaces for the storage of and made the biodegradation process faster. The Exim trade containers. Sometimes containers are new culture proved so effective in fact that the disputed, not cleared by customs, or the owner biodegradation of 203 metric tons of potatoes The solution doesn’t claim the goods. When a containerload of contained in 7 refrigerated containers at the APM APM Terminals Senegal developed and implemented agri cargo is abandoned by its owner, it ends up Terminals CFS in Mumbai took just one month, safety nets as a collective protection device that being stored for a very long time in the CFS and the versus three months as originally planned. does not prevent falls, but does impede them and decaying cargo may need to be disposed of. minimises the consequences when incidents occur. The results The only traditionally available solution for Biodegradation converted the unwanted potatoes The nets are now deployed to help protect personnel disposing of these abandoned cargoes involves into manure fit for agricultural and gardening whilst working on trucks during unloading activities. a lengthy process of approvals from Government purposes, which were distributed to neighbouring The company says that the nets simplify systems of agencies and finally transporting the goods to an businesses and villages free of cost. work and protect both workers and others, such as incineration site. This is a very high cost operation and does not make any use of the resulting by- supervisors. Having pioneered this innovative biodegradation product. APM Terminals Inland Services’ Team technique, the company is now committed to wanted to find a safer, better and simpler approach. The nets function to: extending it to similar commodities and has The solution identified more than 150 such containers belonging • Provide protection to workers in respect of The team came up with the idea of biodegradation to other similar organisations in the vicinity that falling and suffering injuries as an alternative to incineration. Next, it needed can be similarly biodegraded. • Prevent falling objects to find a viable way to perform biodegradation, as • Protect people working underneath from conventional approaches could take several months falling objects and the equipment was extremely expensive.

The team therefore decided to try out an in-situ biodegradation, using cultures (inoculums) to treat the organic matter inside the container while stored at the CFS. The culture would treat and convert the agricultural commodities into organic matter which could then be used as manure. On evaluating various biotechnological institutions, the team approached Bhabha Atomic Research Centre (BARC)

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The mobile capsule is designed to minimise the amount of time needed to address a leakage of hazardous materials from containers transiting port areas BISON – CONTAINER WEIGHING JACKS

The problem Complying with the new IMO SOLAS verified gross mass (VGM) container weighing regulations, which from 1 July 2016 stipulates that all laden containers should have their total weight verified by one of two approved Methods prior to loading on-board ship.

The solution Bison Weighing Jacks allow complete grounded laden containers to be weighed at the packing location (Method 1), avoiding the need to weigh ASHDOD PORT COMPANY – MOBILE individual cargo items, packaging materials and confirm container tare weight (Method 2) CAPSULE FOR DANGEROUS GOODS and eliminating cost and delays from diverting containers to off-site weighbridges.

The problem The capsule, together with the leaking container, In operation, a scale is attached to each of the four Leaks of hazardous materials from containers in is then transferred to a safe area for further container corners and the container is then jacked up. the port area. treatment. Weight data is captured and can be viewed immediately on a smart phone via an app. The The solution The capsule is equipped with faucets to drain liquids system provides users with an accurate VGM in The mobile capsule is a unique invention of Ashdod and gases or to add neutralizing materials (water or electronic format, confirms safe load distribution Port Company, developed by the port’s safety other chemicals). and communicates the weight record immediately engineer, Meir Amar. It allows the port to minimise by email. the amount of time needed to address a leakage The advantages are: of hazardous materials from containers being • Reducing the risk of damaging the The scales used in the system are rugged industrial transported through or stored by the Israeli port. environment and endangering human life versions capable of weighing all grounded ISO • Taking control of the situation and containing container types, sizes and weights up to 35,000kg, The mobile capsule is a large sealed tank, with the the event as quickly as possible providing a portable and accurate way for shippers capacity to hold an entire 40ft container inside it, • Quickly returning the port to its usual work and packers to weigh containers at point of load. in order to prevent the spread of toxic or flammable routine liquids and vapours from a leaking container. • Effectively treating an event by significantly reducing economic damage to the port and its As soon as there is a suspicion of leakage from a customers, as a result of work interruptions container, the mobile capsule is quickly brought to and evacuation of employees from the area the site. The leaking container is inserted into the that are at risk mobile capsule until it is completely sealed. • Avoiding fines imposed by regulators

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BROMMA - AUTOMATED LASHING PLATFORM

The problem Manual fixing and removal of container twistlocks during ship load and discharge is a dangerous job and many incidents are reported every year. Stevedores work close to suspended loads and moreover in the same area as horizontal transport by straddle carriers and trucks. The handling of centre twistlocks on twin and twin-tandem lifts is particularly dangerous because stevedores have to step between the containers to access them.

Numerous attempts to develop technology to BROSA – CONTAINER CRANE SAFETY eliminate the need of personnel working in the vicinity of suspended loads have been made during SNAG LOAD SYSTEM the years but with no or limited success. The system enables fully automatic removal and mounting of twistlocks during discharge and The problem A combination of corner load and dynamic detection The solution loading of containers. Twistlocks are stored in Container handling safety regulations have become is a reliable method for approaching the problem The Automated Lashing Platform (ALP) is the revolving magazines to enable reattachment during more stringent over past years and tolerances for of snag load through targeted measurement. It is first system on the market capable of handling the ship load cycle without manual intervention. safety systems have become tighter. Load sensors quicker in comparison to cut-off via the overload twistlocks fully automatically, eliminating the need Each magazine holds 2,400 twistlocks. The ALP can with a high degree of accuracy are now needed relay, a common approach, as the container for personnel working close to or under suspended be installed on the lanes under the crane legs or on to monitor static and dynamic loads on the crane generally only snags at one corner. loads. The technology was invented by Rainer quay crane lashing platforms, as well as in empty- and detect and prevent potentially dangerous lift Kapelski and developed over the last few years stacks for vertical tandem operations, depending situations. A major increase in load always occurs as the within the Bromma organisation. Rainer is a former on terminal logistics. container is lifted, but of course no snag load should straddle carrier driver who during his service in the One of the most important of these is “snag load”, be registered at this point. Having the information Port of Hamburg saw the dangerous environment In addition to the safety benefit, the ALP also an inadvertent increase in the load on a crane, for that the lifting gear is currently lifting a load, it is the stevedores were facing. He even experienced introduces the potential for productivity improvement example when a container or spreader catches in a possible to detect how long this procedure has friends and colleagues getting injured on the job. as the quay crane and spreader do not need to wait ship during lifting. Snag loads can lead to severe been conducted, so that a load increase after the for the twistlocks to be manually handled. damage to crane and ship and may be the cause time ‘x’ can always be attributed to a snag load, and This triggered him to start thinking about how to of injuries. Basically, the quicker a snag load is the system can suppress this immediately. Quick get people away from the dangerous area under Prototypes of the system have been tested in detected, the safer the crane operation. but accurate detection is crucial. the gantry crane. The basic development of the several container terminals over the last few years, first prototype took about three years, including including Eurogate Hamburg, NTB Bremerhafen and The solution The Brosa system has already been applied cooperation with Eurogate Hamburg, a terminal DPW Southampton. The ALP was officially launched Brosa addressed this issue early on, developing a successfully in the SOS System from Pintsch which saw the need and wanted to support the in February 2015 and the first commercial order system for dynamic detection of snag loads with Bubenzer. Applications include Jebel Ali 3 container initiative. The first phase was followed by many for six units was due to be delivered to Victoria flexible cut-off thresholds plus the use of force terminal in Dubai, where all of the ship-to-shore years getting the product ready for operational use. International Container Terminal in Q3 2016. sensors for detecting corner loads. cranes are now equipped with this system.

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CINS – THE CARGO INCIDENT CINS – GUIDELINES FOR THE TRANSPORT NOTIFICATION SYSTEM OF COILED MATERIALS IN CONTAINERS

The problem containerised shipping capacity, measured by the The problem • Aluminium sheet An increasing number of incidents were happening carriers’ share of the global liner fleet in TEU terms. Coiled materials can be • Tin sheet in the containerised maritime supply chain with the Via a neutral web platform, CINS members report on safely carried in containers, potential to jeopardise human life, environment, cargo and container incidents which lead to Injury so long as they are properly Among other key topics, the cargo and property. Container shipping lines or loss of life, loss or serious damage of assets, packaged, packed and Guidelines cover: wanted to find a way to collect and share knowledge secured. However, members and environmental concerns. This information • Forces that could drive safety improvements, without is then collated, analysed and shared to improve of the Cargo Incident compromising commercial confidentiality. • Load distribution understanding and help focus prevention efforts. Notification System (CINS) • Cradle or support Among other activities, CINS publish analytics twice reported an increasing The solution arrangements yearly, including an abbreviated public version at number of incidents caused The Cargo Incident Notification System (CINS) is www.cinsnet.com/resources/analytics. by the transport of steel • Packing and securing a container shipping line initiative, launched in coils in containers – mainly • Blocking and bracing September 2011, to increase safety in the supply The results due to poor packing. • Lashing chain, reduce the number of cargo incidents on- CINS is still a young organisation. A number of Best • Material protection board ships and highlight the risks caused by Management Practices and Guidelines are under The solution certain cargoes and/or packing failures. • General handling damage progress in dedicated CINS workgroups. For the future, With the aim of reducing the • Handling at the destination The idea for CINS was originally conceived by MSC. broader interaction with the industry and more touch number of incidents and • Climatic considerations Five founding carriers then came together in 2011 points with maritime authorities and legislative bodies increasing safety, a project to launch the initiative: CMA CGM, Evergreen Line, is anticipated, together with extended cooperation was launched in 2015 to Hapag-Lloyd, Maersk Line and MSC. Today, CINS between the participating carriers. develop CINS Guidelines for packing coiled materials The information in the Guidelines conforms with members account for more than 65% of the world’s in containers. A work group was established by the IMO/ILO/UNECE Code of Practice for Packing CINS members and the project was sponsored and Cargo Transport Units (CTU Code) and provides supported by the TT Club, building on the Club’s supplementary information to assist in the safe CINS allows container shipping lines to report and share earlier advisory document on this topic. transport of coiled materials by any mode. information neutrally on cargo and container incidents to help A short summary was also prepared in the form of improve industry understanding and loss prevention efforts Consultation took place with a wide range of stakeholders, resulting in a set of guidelines “Process Cards” for easy reference by personnel that provides practical advice on safety and risk responsible for container packing. The Cards include prevention through correct packing arrangements, diagrams giving guidance on correct procedure to securing and protection. The guide applies to coiled ensure safe transport. materials of all dimensions and materials, but is The results specifically aligned to metallic products such as: The Guidelines and Process Cards were published in • Sheet steel, galvanised and January 2016 and can be downloaded from the CINS stainless website: www.cinsnet.com/resources/documents. • Slit steel, galvanised and/or stainless • Coiled wire rod

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CORDSTRAP – THE CORNERLASH EXIS TECHNOLOGIES – THE HAZCHECK SYSTEM FOR CHEMICAL CARGOES PORTAL FOR DG CHECKS

The problem not happen overnight. CornerLash developed The problem Many products developed by the chemical patented corner elements that can be mounted Many container shipping lines hire out space on their industry are toxic or dangerous, not just during into the corner posts., allowing the container to be ships to other carriers under ‘slot charter’ or ‘vessel manufacturing but also in transit. Safety is the equipped with 3 ton maximum securing load (MSL) sharing agreements’ (VSAs). Lines may have VSAs with paramount requirement during shipping, but lashing points. This also means that longer lashing upwards of 5 partner lines on some routes, using a chemical companies also need to ship their needs to be applied, which results in more strict variety of ports and terminals to manage coverage containers as efficiently and effectively as possible. elongation requirements. for different customer requirements. In addition, they contract with owned and third party feeder operators This means that any securing system should not Extensive computer aided design (CAD) and to connect to other ports and terminals. only protect the cargo during its voyage, but also be simulation efforts were required to ensure that easy to apply and pass inspection in port without both the corner posts and the corner elements In most cases, the process of accepting a shipment issue. However, securing heavy chemical drums were sufficiently strong. Speciality lashing was is the same whether it involves a direct customer and IBCs safely in freight containers can often be also developed to ensure less than 4% elongation booking or a partner line. But things get much more complicated, time consuming and expensive. at lashing capacity, requiring a completely new complicated when dangerous goods (DG) are involved. weaving pattern. The result is a container securing Around 10 per cent of containers on deep sea routes • Provide shipping lines with a tool to check 1 Not least, the existing upper and lower anchor points solution with a breaking strength of 24,000 daN - and upwards of 1,000 containers on larger container the validity of DG shipments (with respect to in the container, with rated strengths of just 500kg and an MSL of 12000 daN. ships - contain DG. prohibitions and restrictions) across their network, and 1,000kg respectively, are key limiting factors. with the option to link to their own IT systems. The results As a result, it is often necessary to use multiple Most lines restrict or prohibit certain classes of DG. The CornerLash has already been adopted by large systems in order to achieve the required securing booking line therefore needs to know if the partner The portal started as an initiative among several companies including BASF, Dow Chemical, Evonik, strength and comply with regulations. Users may line will accept the DG, and if the ship booked for major shipping ines that already used Exis’s Hazcheck Yara and Momentive. not be willing to pay for the extra cost and time the voyage can accommodate the relevant stowage DG Systems for IMDG code validation checks. The 1 involved, leading to sub-optimal securing, possible daN = decanewton restrictions. Many ports and container terminals also Hazcheck Portal is now being implemented globally rejections during inspection in port, and implicit have strict rules on the classes of DG that can be loaded, to the shipping industry in stages and as of March acceptance of high transport and damage risk. unloaded or transhipped. These restrictions often 2016 three major shipping companies were using it apply to DG that stays on the ship while it is in port. for their DG restrictions checking. The solution CornerLash is claimed as the first and only solution The management of prohibition and restriction checks While the portal currently supports mainly the that uses the strongest part of the container - the during the DG booking process clearly needed to be management of shipping line (operator) restrictions, container posts – to achieve optimum security. It simplified, but there was no way to share information. the design allows users to store and share data relating has been specifically designed to secure chemical to location, port/terminal and ships. Exis is working drums and IBCs in containers and was developed in The solution with the container shipping community to develop active consultation with the chemical industry. The Hazcheck Portal was developed to: this part of the database with key industry partners. • Provide a platform where ports/terminals can Especially, Exis is actively seeking engagement The idea of using the strongest point of a container, upload their prohibition/restrictions data and with the port/terminal community to encourage the corner post, seems simple. However, designing thereby make it available to all partners on a upload to the common database, thereby helping a solution that revolutionises cargo securing does common global platform to improve safety in the shipment of containerised dangerous goods by sea and land.

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FIKE VIDEO ANALYTICS - OIL MIST LASE – CONTAINER YARD STACK DETECTION FOR ENGINE ROOMS COLLISION PREVENTION SYSTEM

The problem for endless configuration options to suit specific fire, The problem devices, which are mounted under the crane trolley Oil mist may form when high pressure fuel oil, smoke and oil mist detection requirements. Collisions between load and stack are a recurring platform. Before trolley travel from the truck lubricating oil, hydraulic oil or other oil is sprayed problem at container ports. Stack collision incidents lane into the stacking area, the 3D laser scanner through a narrow crack, or when leaked oil connects There are three, mutually exclusive analytics are caused by loads that are not lifted high enough measures the stack profile and the 3D profile of the with a high temperature surface, vaporises and algorithms used: smoke, flame and reflected flame and that touch other containers in the stacking stacking area is stored by the measuring system. comes into contact with a low air temperature. An detection. The smoke detection algorithm is used area. This can cause containers to fall into the truck The 2D laser scanner measures the trolley and also explosion or spark may occur when the mist comes to detect smoke, oil/fuel mist or spray from a leak lane of Rubber Tyred Gantry and Rail Mounted the load position. into contact with surfaces of over 200 °C (392 °F). under pressure and oil vapour that is generated Gantry (RTG/RMG) yard cranes. One of the world’s when fuel or oil leaks onto a hot surface. biggest port operators, with over 600 RTGs in use A so called “surveillance cube” is built around the In an engine room environment on-board a ship or in its container yards, recorded eight truck driver load. The size of the cube varies by the following elsewhere, early detection of oil mist is therefore Prior to installing a video analytics detection fatalities in 2014 as a result of containers falling factors: load position, trolley travel and crane lift critical to avoid incidents. system, a hazard analysis is performed to identify from the stacking area into the truck lane. Nearly direction, trolley and crane lift velocity, trolley areas for detection, covering engines, purifiers, 75% of these collisions happen in the operations braking behaviour as well as the load’s pendulum The solution thermal oil heaters and other equipment involving bay and 25% with containers in adjacent stacks. movement during reducing / stopping motion. flammable liquids. The Fike Video Analytics Server detects flame, smoke In case of an overlap between the surveillance cube and oil mist by processing video from off the shelf The challenge was to develop an automated around the load and the profile of the stacking With these areas in mind, camera location is best IP cameras in areas such as machinery spaces or measurement system that could detect the area, the velocity of the load will be reduced if installed with a tilt of approximately a 45 degree mooring decks. container profiles in the stacking area and provide automatically. Thus the load cannot collide with the angle looking down and approximately 20ft from a complete 3D-image of the yard to determine the stacks anymore. Additionally, the system is also used the equipment. When the camera is installed and The Fike Server is installed and connected to the load position and prevent collisions. for soft-landings of the load (container or spreader) connected to the server, the analytics settings can existing camera LAN. The servers are capable of onto other containers. As a consequence, spreader be modified to target specific areas for highest analysing video from 16 cameras and have 6TB of wear and noise are both reduced significantly. sensitivity. The solution recording space, providing an average of 2 weeks’ Developed in cooperation with some of the world’s The results recording time. Detection event alarms biggest container port operators the LaseSCP- After launching the product in 2014 it has now and live video may be monitored in the 3D/2D Stack Collision Prevention System is a holistic been implemented in several container terminals engine control room and elsewhere, sent solution that uses both 2D and 3D laser scanning worldwide for major users including APM Terminals, digitally to the video management system (VMS), safety management and control system (SMCS) or viewed through the Fike SpyderGuard VMS.

Software alarm or exclusion zones and alarm verification functionality, combined with Fike’s unique algorithm sensitivities, allow

High sensitivity smoke detection is enabled in the entire camera field of view

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LASSTEC – CONTAINER WEIGHING AND PEEL PORTS – CONTAINER CRANE ECCENTRICITY DETECTION SYSTEM OPERATOR TRAINING SIMULATOR

The problem of scenarios to be played out in a controlled The problem Development work on the patented LASSTEC Peel Ports Group is set to deliver the first phase of environment including handling containers in Overweight and poorly loaded containers can cause system started in 2004 as an independent initiative. its new Liverpool2 Container Terminal in 2016. A core high winds, rain, snow and fog as well as specific damage, loss and injury to cargo, equipment and people. When the International Maritime Oraganization element of the project involves the commissioning operational conditions such as various ship sizes, International Convention for the Safety of Life at of eight new ZPMC ship-to-shore cranes – the jammed containers and rising or falling tides. The solution Sea, 1974 as amended (IMO SOLAS) legislation for largest of their kind at the time of development – Scenarios such as people walking in unsafe areas After a long career in the design and production container weight verification started to be discussed, and significantly larger than the existing container can be simulated in a digital environment. This is of container handling spreaders, the inventor of the inventor decided to align LASSTEC with a larger cranes at Liverpool. The new cranes will be capable impossible to do in conventional training due to the the LASSTEC system, Beat Zwygart, pioneered the company. In September 2013, he signed a contract of handling two 380m length ships simultaneously risks involved. concept of installing fibreoptic sensors in spreader with Conductix-Wampfler, provider of power and will increase the moves-per-hour capability twistlocks to measure container weight during solutions for container handling operations. During of the terminal due to the twin lift mode. They will A significant benefit is that training times are handling operations in the port. the last three years they have built up a worldwide be able to operate safely in wind speeds of up to reduced by up to 50% with a 20% cost saving. It marketing support force, a production capacity to 60mph (96kmph). would normally take months of operating a crane The Twistlock Load Sensing & Operational Safety System meet the demand for IMO SOLAS weighing systems to encounter this wide variety of environments, is designed to measure the load in each twistlock of and a team of trained commissioning engineers to The size and technological advancement of the weather conditions, ship arrangements and single and twinlift spreaders. Each sensor measures the install and service LASSTEC systems. cranes is a significant change from the port’s operational problems, but these can be recreated load of a twistlock, which is then sent into a central data Several hundred systems are in operation today on historical container handling operations. This, and experienced in the simulator over a matter of processing unit from where the information is sent to a worldwide basis with major terminal operators together with the position of the cranes in the River days. This greatly increases operator confidence the crane PLC and to the terminal operating system. and spreader manufacturers. Mersey - which has a 10m tidal range - introduced a and competency. new set of safety and training challenges. Aside from its core function to measure exact container The simulator is also fully customisable and with weights without interrupting the load cycle of the crane, The solution software updates can be used to train operators the LASSTEC system enables improved operational In summer 2015, Peel Ports partnered with ABB to in virtually any container terminal worldwide. It is safety in a number of other ways: create a high-tech solution to help train staff to housed in a container for easy transport. • Determines load eccentricity of single, twinlift and use the new cranes. A state-of-the- mobile harbour crane applications art ‘virtual’ training simulator was • Ensures all twistlocks are engaged when lifting a constructed that interactively tests container the abilities and skills of drivers • Prevents hoisting if one or more container corners by presenting them with operating are still locked to the stack on the vessel Above. trailer lifting detection. Below, the system detects scenarios. Designed to reflect the • Provides instant snag load detection if a container is lifted with two twistlocks on one end working environment, the river • Detects and prevents accidental lifting of a road Mersey and the Liverpool skyline, the trailer still connected to a container in stacking simulator provides a safe, controlled yard applications environment to train both new recruits • Monitors and records twistlock load cycles to and experienced operators alike. optimise replacement intervals

• Provides spreader and crane life cycle The system allows for a variety management and track overload situations

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PSA – PULSE LASHING SYSTEM PSA VOLTRI PRA - SPREADER LIFTING The problem MACHINE FOR MAINTENANCE Lashing work aboard containerships is an intense manual process in a dangerous environment, resulting The problem • Easy access to twistlocks and landing pins in high incident rates for lashing workers across the Maintenance of the spreader in the container terminal workshop was complex, time consuming globe. Today, the manipulation of lashing materials The results is the number one cause for incidents. 40% of these and physically demanding. “This project has improved the health and safety incidents are related to the handling of turnbuckles. Among other issues, staff needed to put supports in aspects of maintenance activities”, says the team at To loosen or tighten these, lashers must put their place, to adjust them when lowering the spreader Voltri-Pra. “Operators work without compromising bodyweight into the movement, risking injury to and to bend their backs to carry out maintenance their backs and complete their tasks more quickly arms, fingers and shoulders. to focus on the redevelopment of the turnbuckle. of spreader landing pins and twistlocks. Compared to lashing rods, the turnbuckles are much and safely.” As the demands of customers increase, these more compact, don’t come in different sizes and are A solution was needed to make maintenance easier incidents become more commonplace, due primarily in fixed positions on deck. The team’s main goal is to and more suitable in order to to the shorter port stay of modern container ships. avoid workers having to manually rotate the buckle. prevent back problems, improve To achieve this reduced stay, more quay cranes are the stability of the spreader and its deployed simultaneously, thereby increasing the The team began by redeveloping existing supports during operations, allow number of lashers needed to finish the job. With turnbuckles, creating a first prototype which is a staff to adjust spreader position time as a major factor, lashing workers are forced to semi-automatic concept that can be propelled by and enable the spreader to be work quickly, which can lead to avoidable incidents. an external device such as a battery drive torque lifted without the use of fork lifts. wrench. During initial tests the prototype showed The lack of innovative lashing equipment has its potential, eliminating the need to physically The solution created problems for terminal operators worldwide, turn the turnbuckle by hand. An industrial design The team at PSA Voltri-Pra with high lasher injury and incident rates affecting agency has now been tasked to start a thorough developed a spreader lifting safety statistics negatively. R&D program, working with PSA to investigate machine to tackle the various several options and come up with a single solution. issues faced by maintenance The solution personnel. The project took a As part of a plan to improve the situation on ships, PSA is convinced that this way of working will reduce year from concept to delivery, the IMO and class societies are setting stricter rules incidents significantly by: and the cost of design, assembly, and regulations to govern lashing work. PSA is also • Reducing the number of manual interventions certification and commissioning stepping up and taking action to reduce the number (i.e. workers turning the turnbuckles by hand) was €40,000. of lashing incidents at its terminals worldwide. • Working in a more upright position (human The team added that the technical solution has factors and ergonomics) The benefits of the new machine include: been introduced easily into daily maintenance A team made up of representatves from PSA’s • Improved stability of the spreader and its activities, not least because it actually requires less operations and safety departments has been Success will require the support of the entire supports during maintenance operations space than the previous system. developing PULSE - PSA’s Unique Lashing System industry and PSA is confident that upon adoption • The option to adjust the spreader’s position Enhancement - with the goal to improve safety, industry-wide, incident rates can be reduced, • A solution to test the spreader’s long flippers “PSA Voltri-Pra maintenance operators are decrease work intensity and increase time efficiency while also improving the efficiency of lashing and without them touching the ground completely satisfied with this new equipment and on-board container ships in port. After an analysis unlashing containers globally. • A system to lift the spreader without the use of this technical solution has been shared within the of current lashing systems, the PULSE team decided forklifts PSA Group.”

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PSA VOLTRI-PRA - QUAY CRANE TROLLEY STRANG SYSTEMS – THE STRANG ROPE PROTECTION SYSTEM

The problem that stops the crane trolley from moving before any The problem The trolley wire ropes on a quayside container further rope damage or breakage can occur. The QC Years of experience in the stevedoring industry in crane are subject to considerable wear and stress. operator is also alerted by a specific alarm installed Australia had highlighted certain dangerous cargo If wear and tear are left undetected, ropes can snap in the cabin. that would repeatedly cause damage in shipping and fall, endangering infrastructure, equipment, containers – steel sheet in coil in particular. Due to vessels and the people working under the quay The technical components of the protection system their shape, horizontal metal coils have no flat plane crane (QC). include a mechanical sensor, electrical sensor, anti- on which to rest, and their weight is concentrated vibration system and walk protection. When the through narrow points of contact with the container The solution system is activated, the mechanical sensor changes floor, placing high stress on a container’s structure. The team at PSA Voltri-Pra, Italy, set about position and the electrical sensor sends a signal In addition, the high density of metal coils means An example of an extreme external force hitting a developing a trolley rope protection system system to the crane’s programmable logic controller (PLC), container holding coils secured with the Strang System. that once they become unsecured, they are that could detect an immininent rope break and which immediately stops the trolley movement. A The container wall has been severely deformed but the extremely dangerous. When a coil breaks free of cradle has absorbed the external force, holding the automatically block the crane trolley from moving, red light is switched on in the operator’s cabin. The traditional timber dunnage and strapping, it poses coils safely in place thus preventing such incidents. alarm reset can be performed only by maintenance serious risks not only to the cargo itself, but also to personnel after the ropes have been checked. Tasman Sea. After the success of these trials, the the container that holds it, adjacent containers and Crane trolley wire ropes run on pulleys and, in case Strang System was rolled out across the Bluescope their cargo, vessel safety and even human life. of wear, ropes become bigger. The team therefore The results business in Australia in 2009, and thereafter decided to focus their efforts on checking the rope The new system prevents ropes from breaking and The solution internationally. on the pulley itself. falling onto the wharf or ships. It ensures safer The internationally patented Strang System involves The results operations under the quay cranes and also enables the tailored application of expanded polystyrene The Strang System is now being implemented under The engineering department designed and installed faster and cheaper maintenance activities. (EPS) to form a cradle that keeps heavy and bulky licence in a number of regions including Australia/ new sensors on the quay crane pulleys to check the cargo in place within a 20ft container. NZ, Japan, South Korea, India, South Africa and wire rope’s diameter at a cost of around €1,000 per The team at PSA Voltri-Pra notes that this type The system was first conceived in the early 2000s, at certain European sites. It is being used for the QC. When the sensors identify irregularities on the of technical solution is suitable for any lifting when company chairman Robert W. A. Strang transport of high-value metals such as stainless rope structure they activate a protection system equipment with ropes. noticed EPS being used as the foundation in road steel, delicate metals such as aluminium, and making. Further research into the properties of EPS specialised metals for use in industries such as air highlighted it as the ideal material for use as dunnage conditioning and automotive manufacturing. The for heavy, bulky cargoes. EPS is a lightweight polymer system can accommodate all weights of coil, and

Pictured from left to right with an irregular foam structure, making it strong since 2014 has been successfully applied to very with the quay crane trolley and durable. It can ‘absorb’ external shock without heavy coils over 20t/unit without damage to either rope protection system substantially altering its shape, thus protecting the the cargo or the container during transport. they helped design are Marco Pitto, Quay Crane cargo. It is also water repellent and 100% recyclable. Maintenance and Fabio Torre, Strang Systems reports that its clients have seen a Maintenance Team Leader at In conjunction with Australian steel producer, huge reduction in damage to cargo and containers PSA Voltri-Pra Bluescope Steel, Strang Systems developed and and that “there has been not one incident where tested its new System in a number of permutations, damage has been attributable to a failure of the including trial shipments on rail, and across the system.”

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6 | ABOUT TT CLUB 7 | ABOUT ICHCA INTERNATIONAL

The International Cargo Handling Coordination ICHCA also operates through a series of autonomous Association (ICHCA), founded in 1952, is an national and regional chapters – including ICHCA services, and first class risk management and loss independent, not-for-profit organisation dedicated Australia, ICHCA Japan and ICHCA Canarias/Africa prevention advice. Customers include some of the to improving the safety, security, sustainability, (CARC) – plus Correspondence and Working Groups. world’s largest shipping lines, busiest ports, biggest productivity and efficiency of cargo handling and freight forwarders and cargo handling terminals, to goods movement by all modes and through all Co-operation between many different parties is TT Club is the international transport and logistics companies operating on a smaller scale but whose phases of national and international supply chains. critical to the safe, secure and efficient performance industry’s leading provider of insurance and related operations face similar risks. of today’s increasingly complex cargo chains. Both risk management services. ICHCA International holds official observer status internationally, and through its various national TT Club specialises in the insurance of Intermodal as an NGO and has a substantive role representing and regional chapters, ICHCA exists to co-ordinate As a mutual insurer, TT Club exists to provide Operators, NVOCs, Freight Forwarders, Logistics the global cargo community in regulatory the dialogue and build relations between the many its policyholders with benefits, which include Operators, Marine Terminals, Stevedores, Port and policy developments at the International private and public sector stakeholders, to foster specialist underwriting expertise, a world-wide Authorities and Ship Operators. TT Club is managed Maritime Organization (IMO) International Labor greater cross-party understanding, and to shape office network providing claims management by Thomas Miller. Organization (ILO), International Organization for and share good practice for the benefit of all. Standardization (ISO), UN Economic Commission for TT Club Mutual Insurance Ltd www.ttclub.com Europe (UNECE) and other UN agencies. ICHCA’s members include other trade membership 90 Fenchurch Street, London EC3M 4ST https://twitter.com/TT_Club organizations, corporate enterprises, government Tel +44 (0)20 7283 4646 https://www.linkedin.com/company/tt-club-through- ISP - ICHCA’s Technical Panel - provides technical bodies and private individuals representing all Email [email protected] transport-insurance-mutual-ltd-?trk=biz-companies-cym advice and publications on a wide range of practical aspects of the cargo handling and transport chain: cargo handling issues, while its Technical Advice regulations and policy, cargo owners (shippers), Service provides members with recommendations ocean and land transport, ports and distribution on a wide range of cargo handling and transport infrastructure, road, rail and intermodal operations, issues, drawing on the experience and expertise of equipment and technology, insurance, legal and the ICHCA global member community. finance.

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