Carriage of steel

Packaging

If the steel is packaged in metal envelope, it may be assumed that the wrapper is protecting a high value product for direct use without further processing. Cold rolled steel sheeting is invariably packaged in such a manner, and the wrapping of hot rolled steel sheeting is not uncommon. Wrapped coils or packs must be handled and transported with extreme care as the end user will expect the condition of the steel to be no different from when it was manufactured, and even minor damage may result in the steel being unsuitable for its intended use. Although the wrapping provides a degree of protection, exposure to rough handling, poor stowage, rain, sweat or water (both fresh and salt) will almost certainly damage the product severely.

Unwrapped steel sheeting (in coils or bundles), constructional steel, reinforcing bars and wire rods will generally have been hot rolled. Although less sensitive to fresh water and atmospheric damage, the product can still be harmed significantly by salt water, unsatisfactory stowage or careless handling.

Preparation of holds

Holds should always be in clean and dry condition before any steel is loaded. If salt water was used to hose down the holds, a final wash with fresh water is essential since residues of salt may have a detrimental effect on the cargo if ship's sweat occurs. Hold bilges and the performance of the non-return valves must always be tested prior to loading, and bilge soundings should be closely monitored and recorded on passage.

Hold cleaning must be carried out with particular care if past cargoes have included those with properties known to be damaging to steel. The presence of sulphur can be devastating to a steel cargo, and it must be remembered that this element is also present in commodities such as coal, iron ore and phosphates. Similarly, all fertilisers will attack steel.

Hatchcovers and other openings

The Club's analysis of major claims established that approximately 40% of all steel claims exceeding $100,000 were caused by leaking hatchcovers. It is important for vessels and attending surveyors to verify that the hatchcovers are fully watertight by carrying out a thorough visual inspection before any steel products are loaded, supported by a hose, chalk or ultrasonic test if considered appropriate. After confirming that the hatchcovers are watertight, a suitable remark should be entered in the deck logbook.

The hatchcovers must be in good condition with all seals intact, coamings and drain channels clear of debris, drain channel non-return valves working, compression bars smooth and free of rust, and hatch rubbers undamaged, complete and without excessive permanent compression marks which reduce their efficiency. Hatch securing devices including cleats and cross joint wedges should be fully operational and properly adjusted before sailing. Furthermore, access hatches, mast house doors, ventilators and all other means of entry into the cargo holds should be in good operating order and capable of being closed to prevent water ingress from rain or bad weather.

Ventilation

Since condensation will cause steel products to rust, the temperature of the steel at the time of loading together with the anticipated climatic conditions during the voyage must be carefully considered. At sea, wet and dry bulb ambient temperatures should be taken and compared regularly with hold temperatures as a matter of routine to gauge whether ventilation is necessary.

If a falling ambient temperature causes the temperature of the ship's structure to drop below the dew point of the air in the hold, condensation will form on the hold frames and plating. These accumulations, known as "ship's sweat", may subsequently drip or run on to the cargo. By monitoring both hold and ambient temperatures this situation can be predicted, and the development of ship's sweat may be prevented or minimised by timely ventilation.

Should the steel be loaded in conditions where the ambient temperature is lower than might be encountered later on in the voyage, the hold should not be ventilated. If the cargo is exposed to warmer air having a dewpoint higher than the temperature of the steel, "cargo sweat" will form on the surface of the goods. Since much, if not all, of the steel in the hold will be affected in such circumstances, the consequences of cargo sweat are potentially more damaging than the effects of ship's sweat.

Incompatible cargoes

If is difficult to list every commodity which may adversely affect a parcel of steel stowed in the same compartment, but as a rule, any product capable of influencing the atmospheric environment inside the hold is potentially incompatible. In general, hygroscopic cargoes such as timber, tobacco, cotton, jute and grain may prove problematical under certain conditions as the ventilation demands of these products may sometimes be in conflict with those of the steel.

Similarly, bagged cargoes containing chemicals, fertiliser or sulphur-bearing material may result in the steel becoming coated with dust, capable of causing extensive damage should sweat later develop.

Handling

During periods of rain or snow, the vessel must ensure that cargo operations are halted and the hatches are closed. The working of unwrapped hot rolled steel which has clearly been stored ashore in the open during inclement conditions is the only exception to this rule, provided that (a) the rainfall is light, (b) other cargo in the same holds will not be damaged by water, and (c) the shippers accept that the cargo documents will be claused "Wet Before Shipment". It must also be recognised that loading during rain may later result in high humidity levels inside the holds, therefore caution must always be exercised. Hot rolled goods which have been stored under cover prior to shipment should not be loaded during rain.

During loading and discharging, deck officers should be on the lookout for indications of unsatisfactory handling by stevedores. Landing steel coils too heavily may result in serious deformation. Stevedores should always be held responsible in writing for any damage they may have caused.

The edges of coils and plates are highly susceptible to knocks and bumps, particularly if the steel is unwrapped or if the packaging is damaged.

Furthermore, the overloading of slings can cause chafing and crushing to most steel products. Steel sections, reinforcing bars and pipes may become bent or crimped if incorrectly slung or landed too heavily, possibly making them unfit for their intended purpose.

It should not be forgotten that the weight of a typical sling of steel may amount to several tonnes. If not handled cautiously, damage may be sustained by the vessel as well as the cargo.

Coils and packs of steel are customarily strapped with metal bands. Should part of the strapping break, there is a danger that the parcel itself will become slack, increasing the likelihood of chafing, scoring or distortion. Moreover, if a significant proportion of the cargo is affected, the stability of the stow may be compromised. Broken strapping may also lead to disintegration of the wrapper, leaving the contents exposed.

Fork-lift trucks should be fitted with cylindrical forks when handling coils, or alternatively, normal forks should be protected. When lifting coils in or out of the hold, wire slings should be sheathed in rubber or plastic tubing, or "C" hooks can be used.

Stowage

Coil

For coils, it is generally accepted that tank top stowage with cores facing fore and aft is the safest option, with the coils standing on two double lines of flat dunnage running athwartships to keep the steel from touching the tank top plating and to spread the load. Steel coils, especially those weighing over 15 tonnes are often loaded in a single tier. There is no problem with this arrangement provided that each athwartships row is fitted with a locking coil. If the rows of steel coils will only partially cover the tank top, building the stow against the aft bulkhead of the hold is preferable as the customary stern trim of the ship will provide added security.

The bottom tier of coils should be started first in the wings, working inwards from the sides of the hold towards the centre. Wedges should be placed beneath each coil in succession as each one is positioned correctly. Fitting at least one locking coil into the stow is vital as neglecting to do so can produce a large element of instability. In many instances a void space will be created in the centre of the row, and a locking coil should be placed so that it sits above the two innermost coils. Dunnage should again be used to prevent the outboard coils from touching the ship's steelwork. By using a locking coil to jam the bottom tier, the possibility of movement during the voyage is minimised. The second and subsequent tiers should be stowed in the same manner, nesting the coils between those in the tier below and using wire lashings to secure any coil which does not sit tightly against both its neighbours. The outboard coils, in particular, may require such securing if void spaces are created when stowing coils against bottom wing tanks or the turn of the bilge. If the coils are a mixture of sizes, smaller coils should be positioned towards the top of the stow to avoid being crushed. Wedges should be used to secure each of the top tier coils, and void spaces braced with timber shoring. The top coils should then be securely lashed down and the lashings inspected and adjusted regularly during the voyage. Unless the stow is constructed tightly as described, cargo lashings will be of little use if a loose stow begins to move in heavy weather.

Packages and Bundles

Packages of steel will often be strapped to wooden bearers, making the product reasonably straight-forward to handle and stow. Placing flat dunnage between tiers will bind the stow together. Bundles of steel plate will generally lack integral bearers and should be laid on two double lines of dunnage extending athwartships, again placing dunnage between each layer to tighten the stow and assist discharge. Efforts should be made to keep each tier level.

In both cases, stowage at the aft end of the hold is preferable if the cargo will only fill the compartment in part. If the stow will end in an open face, wires running fore and aft can be placed on the tank top before cargo work begins. On completion of loading, protecting the faces with boards and encircling the wires around the packs will tighten the stow into a solid block. The top tier should be secured with wedges and shoring to prevent movement.

Wire rod coils

Wire rod coils should be loaded in a similar manner to sheeting coils, with cores facing fore and aft in an athwartships stow. Flat dunnage should be used to keep the coils from touching the hold plating. A tight stow is essential, and as noted earlier, slack bundles may make it impossible to achieve this aim. Provided the bundles are rigid, a deep stow is permissible but care must be taken if the stow ends in an open face. In such cases, the open face of each tier must be secured with lashing wires passing through each coil and leading back to the adjacent hold bulkhead. Unless secured in this manner, the stow may bulge and collapse.

Structural steel

Steel sections, bars, wire rods and flat strips are often shipped in long lengths, generally necessitating fore and aft bottom stowage. Athwartships stowage should be avoided. Long pieces of sturdy dunnage (ideally 3"x3" in profile) should be placed underneath the cargo approximately 3 metres apart to bind the stow and keep it clear of the deck, and also to facilitate slinging at the discharge port. The dunnage should be placed in a vertical line to prevent warping, and any gaps in the stow should be filled in with timber. The stow can be secured against movement by block lashing the top tiers with wires and bottlescrews, or by parcelling if the stow is small. Wedges should be driven into any gaps in the top tier.

Clausing Bills of Lading

Failing to identify pre-shipment damage and neglecting to make appropriate notations on mates receipts and bills of lading will deprive the carrier of his rights, limitations and immunities under the contract of carriage and may prejudice Club cover. Assertions are sometimes made by cargo interests that rust on a particular shipment is normal and will not affect its market value. Such comments should be disregarded.

In all cases where a steel cargo is found to be rusty, it is imperative that remarks are made on the bills of lading, irrespective of the apparent severity of the rust.

The bills of lading should also be claused to reflect any physical pre-shipment damage to the steel and/or wrappers (bends, tears, crimps, dents, deformation, crushing).

Selecting the most appropriate clauses to describe pre-shipment damage is not always easy, and the attending surveyor should be consulted for advice. Care must be taken to confine the remarks only to the apparent condition of the steel. Comments such as "damaged by stevedores" and "loaded during rain" have no value. Similarly, words such as "slight", "superficial", "partial" and "atmospheric" may be open to misinterpretation and should never be used.

Wherever possible, the remarks should be specific. Some typical examples may include:-

• Rust spots apparent
• Rust and oil spotted
• Rust spotted
• Rust stained
• Wet before shipment
• Rust spots apparent on top sheets
• Top sheets rusty
• Rust on metal envelopes
• Covered with snow
• Rusty edges
• Rusty ends
• Pitted
• Rust with pitting
• Edges bent and rusty
• Goods in rusty condition

In some instances the word "rusty" may be sufficient.

In addition, the following clauses may be used to describe the rusty condition of wrapped steel:-

• Covers rusty
• Covers wet
• Packing rusty
• Packing wet

Where possible, the clausing should list the identification marks of the damaged goods, failing which the number of coils or packages should be quantified. Percentage estimates regarding the number of damaged pieces should not be given. If it is not possible to identify the damaged goods specifically, the words "some" or "several" may be acceptable.

Any differences found between the ship and shore tally or ship and bill of lading figures must be noted on the bill of lading in the usual manner.

Letters of Indemnity

It is not uncommon for shippers to ask for clean bills of lading to be issued in exchange a Letter of Indemnity in circumstances where the mates receipts have been claused. It is emphasised that the issuing of clean bills of lading when cargo is known to be damaged may be fraudulent. The acceptance of a Letter of Indemnity does not correct the position, it will probably be unenforceable, and the Member's cover may be prejudiced in such cases.

In the event of a serious dispute with cargo interests regarding the clausing of mates receipts or bills of lading, it is essential that the Club is informed without delay so that appropriate advice can be given.

Authority to sign bills of lading

Any authority granted by owners to charterers or any other party to issue bills of lading must stipulate that the bills of lading are to be issued (a) in accordance the mates receipts and (b) without prejudice to the charter party.

The attending surveyor, local correspondents and the Club itself can advise on specific issues, and Members seeking information in greater depth may wish to acquire the book "Steel - Carriage by Sea" by A. Sparks (ISBN 1-85044-201-0) as a definitive guide.

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