In this issue we continue the new monthly column, Cargo Chat. It is specially prepared for Forkliftaction.com News by ICHCA International, a representative organisation of international cargo-handling interests. The column is based on ICHCA's bimonthly e-newsletter and International Safety Panel activities. Send your comments or questions to www.forkliftaction.com.

Cargo Chat is a discussion forum on cargo handling, safety and health, and related matters of interest, for Forkliftaction.com News readers.

Q. Do you know of any guidelines on stacking/restraint of containers in terminals and container yards?

A. The International Safety Panel (ISP)'s safety briefing pamphlet #5, Container Terminal Safety, includes the following:
Stacking of containers should be conducted so there is no danger to workers in nearby buildings or on roadways from container movement in strong winds or mishandling of containers. Containers should not be stacked more than one high within 6 metres (20 feet) of buildings. Where that is not practicable, stacks should be stepped to prevent incidents.

Q. What are the dangers to container gantry quay cranes from high winds and where can I get advice on precautions required?

A. There are several dangers and they all apply to other, similar cranes, such as bulk loaders/unloaders. The first possibility, and the one most commonly encountered, is side-on wind pressure that can move cranes along their tracks. Although modern quayside container cranes weigh more than 1,000 tonnes, their profile is such that they can be moved by a high wind. Once on the move, it is very difficult to stop them. Items of terminal equipment have been used to stop cranes and, if equipment is put in the way before any momentum has been gathered, that can be effective. However, it is not the preferred method, which should always be to prevent the start of such movement. If not prevented, a crane will continue until it hits the buffers or, if there are no buffers, go off the end. Either way, considerable damage, if not complete destruction, can result. The second possibility is that a high wind coming off the water can hit a crane face-on, causing a collapse. This has happened once, to ICHCA International's knowledge. The crane was boomed up at the time. The third possibility is that a very high wind could lift a crane off the tracks. It is believed this has happened recently. Normally, the approach of high winds would be known and precautions taken. The fourth possibility is where high winds affect a crane with the driver still in the cab. The backstop is the manufacturer's recommended wind speed at which the crane should cease operations and be tied down.

National laws, the ILO Code of Practice on Safety and Health in Ports (revised and updated version now published) and the ISP's safety briefing pamphlet #5, Container Terminal Safety, all refer to this issue. ISP is currently preparing a research paper on high winds and terminals. It should be published this year.

It is necessary to conduct an assessment of the likelihood of a terminal suffering from high winds. The assessment may conclude nothing need be done, as the likelihood is remote. But some ports and terminals are very likely to be in the path of a hurricane, typhoon or cyclone. Unless a terminal is one of the fortunate few in the former category, a system of prior warning (national, regional and local) and procedures and physical arrangements to protect drivers and cranes are essential. Something can be done about all four of the possibilities above.

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Contact ICHCA International:
Suite 2, 85 Western Road, Romford, Essex, RM1 3LS, UK
Tel: +44 (0) 1708 735295 Fax: +44 (0) 1708 735225
Email: info@ichcainternational.co.uk
Website: www.ichcainternational.co.uk