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UPM CARGO HANDLING MANUAL - PULP

PACKAGES

PULP UNIT SPECIFICATIONS

Pulp is typically packed in transport units which are bound with steel wires. Please note that unit
dimensions might vary and should be confirmed prior stowage planning. UPM RaumaCell fluff
pulp is delivered in reels. Typical pulp unit description can be found below.

UPM Euca UPM Betula

UPM Conifer Thin UPM Conifer

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UPM Conifer Reinforcement (Kaukas) UPM Conifer TFC

UPM Conifer Kymi

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HANDLING

HANDLING OF PULP UNITS

Handling is usually 1-4 pulp bale units at a time. Following instructions has to be followed during
handling:

1. Do not push or pull units against the floor or ground.

2. Use only clamps purposed for pulp, any other type of clamps (forks etc.) are not allowed. Pulp
clamp gripping plates should be fitted with smooth steel bars or hemispherical shapes.
Ribbed/reinforcement steel bars is not recommended due to unit/wire damage risk.

3. If handling several units per time, sufficient clamping force is required in order to prevent unit
sliding, wrapper damages and dropping.

4. Clamping on the lifting wire side of unit is not allowed.

5. Clamps must be fully free of dirt, crease etc.

6. Landing directly on ground (outside warehouse) is not allowed; steel plates (not wooden!) etc.
landing platforms must be used in order to protect units from wet, dirt etc. contamination.

7. During winter season/wet conditions plastic free protective paper must be used under the
units in warehouses and transport equipment.

8. Warehouses, quays and other handling areas must be fully free of plastic, rubber and wooden
residues due to contamination risk. One piece of plastic might destroy whole pulp or paper
manufacturing process!

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Fluff pulp units

Rauma Biobright fluff pulp is used in hygienic industry so the reels must be transported and kept
always clean. Fluff pulp reels must be handled so that the wrapping is not torn off. If the
wrapping is damaged the whole package or reel cannot be used. Biobright reels are packed in
recyclable pe-plastic, so the reels should never be pushed on the floor as it damages the
wrapping on reel end. The packages are not to be rewrapped in any part of transport chain.

WAREHOUSING OF PRODUCTS

General requirements

UPM products must only be warehoused with compatible products. Products listed in the IMDG-
code should not be warehoused under the same roof. There should be no risk that other goods
will cause any stains, odour or similar harm to paper products.

1. The warehouse floor must be dry (no leakages), clean of sand, stones and other debris to
avoid end damages.

2. Special attention should be paid to keep birds out of warehouses. “Bird in distress” -signals
and other means of prevention should be used.

3. Smoking is strictly prohibited inside the warehouses.

4. Lights without protective covers should not be used.

5. No rubbish etc. combustible materials/fire load should be left in and around the warehouse.

6. No parking allowed inside the warehouses.

7. Pulp bales can be stacked maximum four units high (depending on the quality of the bales).
Anyway stacks should be kept as low as possible.

8. Handling “cap” must be left between the units in order to avoid violent clamp push between
the units.

9. During winter season and in moist conditions protective paper should be used under the
units.

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Fluff pulp

Biobright fluff pulp reels should be stored in a dry warehouse and kept on dry, clean floor. The
warehouse temperature should be even, preferably over 10 C, never under 0. The reels need
always to be stored under waterproof ceiling.

As the moisture content of the fluff pulp is very important for run ability, the wrapping must not be
removed before using the reels. Also if there is a big temperature gap between warehouse and
shredding room, the reels should be kept in the shredding room for a few hours before the
removing the plastic wrapping.

The validity time for Biobright fluff pulp is one year from production when stored and handled
according to these guidelines.

TRANSPORTS

GENERAL INFORMATION

Lashing and securing should ensure that the complete load remains safe and in the same
position during normal traffic situations, including emergency braking and sharp turns.

Should be also noted that cargo unit (semitrailer or container) might be transported by vessels
so the cargo lashing must be valid also during sea voyage. Port or vessel crew are authorised to
open and inspect the cargo securing in case it’s not correctly done.

Lashing and securing material should be in good condition and damaged material must not be
used.

National laws and regulations which are more rigid than shown here prevail and must be
always followed.

ROAD AND RAILROAD TRANSPORTATION

Cargo unit requirements

The person in charge of loading operations must ensure that cargo spaces used for loading fulfil
the following requirements. If any defects noted wagon must be rejected and not used until
corrective actions.

1. The floor should be completely clean and dry inside. The floor should have no oil stains or
nails, bolt heads or similar protruding objects. Technically the floor has to be strong enough
to allow driving inside with forklift truck.

2. The cargo space has to be completely watertight. Wet floor indicates leakage!

3. The cargo space has to be clean. No oil stains, stones, debris and residues from previous
cargoes (clean the cargo space before loading).

4. Any deformation in walls & doors such as bend, dent, or bow is not acceptable if it reduces
the internal dimensions in any direction or the shape of deformation increases the risk of
cargo damage. The doors of the wagons should be in good condition and able to be closed
and locked easily. Door sealing has to be in good condition to prevent leaking.
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5. The cargo space must be free of smell. Sometimes previous loads leave a strong odour in
the container which can easily contaminate pulp.

Loading and cargo securing

1. In moist weather condition protective paper should be placed under the reels to avoid water
damages. Protective paper and anti-slip material should not be used at the same time.

2. Bales should be loaded as closely together as possible, even small caps is recommended
between units in order to avoid unit damages during unloading.

3. Anyway movement of units must be prevented by using friction mats and/or lashing belts.
Use of long corner protectors reduces the number of belts required for lashing. Anyway
lashing and securing of products must be done fully based on national laws and regulations.

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SEA TRANSPORTATION

Basic requirements for lolo vessel

The vessel must be inspected and accepted by UPM representative before commencement of
first UPM pulp cargo. Anyway following criteria’s must be fulfilled during vessel
charter/nomination:

1. Holds must be box shaped. All stands etc hold structures increases risk for cargo
damages during seavoyage.

2. Tanktop and bulkheads must be fully painted and rust free.

3. Hatch covers (including bearing pads, hydraulic arms and other structures) coamings,
cleats and drainage system must be maintained and in fully operative condition.

4. Cargo spaces and hatch covers must be fully weathertight. Weather tightness defined by
ICLL 1966: "Weather tight means that in any sea conditions water will not penetrate into
the ship" (see. Appendix 1).

a. Until first shipment of vessel hatch cover tightness certificate or other inspection
document is required. During hatch cover test/inspection use of silicone, foam etc.
will be interpreted as sealing/test failure!

b. Exceptionally use of any tape or foam is acceptable as an additional precaution

on well-maintained weathertight hatch covers, but is not acceptable as an
alternative to proper permanent repairs (source: the North of England P&I
association). In case above mentioned temporary repairings are in use, UPM
holds automatically shipping company/owners fully liable for damages and will
require proper repair.

Picture 1. Examples of non-acceptable hatch cover sealing condition.

5. Vessel should be fitted with proper cargo securing materials, air supply and airbags.

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Cargo hold preparation, cleanliness and inspection

1. Always prior commencing loading UPM or representative must inspect and accept the
hold with evidence photos. Report with photos must be sent soonest to UPM.

2. Holds must be fully free of wood, plastic, rubber, loose /fresh paint or rust which might
contaminate the cargo. Hold bilges must be clean, dry and not covered. Bilge system
level alarms must be tested and in use during operations and seavoyage!

3. Drainage system, especially drain channels, holes and pipes must be in normal condition
and not blocked with rust, dirt or previous cargo residues.

4. As a standing rule hold must be cleaned before pulp loading in order to fulfil point 2
requirements. Below table shows basic recommendations as action, please note that
with categories II and III washing is compulsory.

Previous cargo Action summer Action winter (icing)

I Dry wood chips Brush/wash Brush/wash+heaters
II Wet & dirty pulpwood/fuel chips Normal wash Normal wash+heaters
or clay
III Coal, concentrates, etc. very Hot high pressure Hot high pressure
sticky/dirty cargo water/steam wash water/steam wash

5. Cargo hold tank top, walls and bulkheads must be totally clean and free of any dust,
particles and residues of previous cargo. Also hatch cover etc. inside constructions must
be free of previous cargo particles. As a general rule hold surface shouldn't leave any
stains or marks to the cargo

Picture 2. Proper test for cleanliness, no transferrable stains to pulp sheet

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6. Using of different type of bulkhead sealings foams (polyurethane), plastic or jute is not
allowed with pulp, clay and other substitute cargo.

Stowage and cargo securing

1. Steel platform or trailers must be used under the pulp units on quay. In other words landing
directly on ground is not allowed due to contamination and water damage risk.

2. Generally loading is not allowed during rain. Exceptionally pulp can be loaded during light
rain with general guidance: when ink on units starts ro run/fade, stop loading. Such ocean
carriers which are equipped with rains shelters of gantry cranes could be loaded during slight
rain.

3. Especially during spring or longer warehousing periods, black sand/soot/rubber dust must be
carefully cleaned on top units prior stowage by using compressed air.

4. Use of protective/dunnage paper is recommended under the units around the year but during
wet condition and in winter season it is compulsory! Please note that the dunnage paper
must be plastic free.

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5. Pulp units are equipped with steel lifting wires which have to be intact when lifting. All lifting
wires must be inside hooks in order to avoid wire damages

6. Lifting of UPM units is allowed only with Double Hook Lifting method and proper lifting
frame. Lifting with only one hook or even with two hooks without beam/stanchion between
chains is strictly forbidden due to high damage and OHS risks!

7. Pulp units should be loaded tightly against together with recommended max gap in layer
~20 cm, but no more than airbags max opening. All cargo movements during sea voyage
must be prevented by careful stowage pattern and airbags. Use of wooden dunnage material
is not allowed due to contamination risk.

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Picture 3. Result of loose stowage and improper cargo securing during seavoyage

At least top layer must be airbagged and/or secured with belts, if stowage is high or during
winter season also lower layers must be airbagged. During sea voyage condition of airbags
and lashings should be regularly checked.

8. Incomplete top layers must be loaded as one solid block against bulkheads and movements
prevented by using airbags and lashing belts. Units could be lashed from one unit to other
from lifting wires and by doing so collapse of individual unit can be prevented.

9. The “key unit” should be marked upon completion of loading in order to avoid violent pulling
of units from tight stowage causing wire cuttings.

10. When discharging pulp with gantry crane it is recommended to adjust the distance of frame
chains&hooks so that small cap is left between units in order to allow machines to clamp
without breaking bale wires.

11. Loading of timber, plywood or any other cargo in to the same hold with pulp must be avoided
but in case it is necessary pulp has to be fully separated and covered with tarpaulins in order
to avoid contamination.

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CONTAINER TRANSPORT

Container inspection

Container condition and suitability must be inspected prior stuffing in order to prevent cargo
contamination. For inspection criteria IICL 5 standard (if not agreed otherwise) should be used.
Below main points are listed:

1. Watertightness
 Container has to be fully water/weather tight.
 Moist/water inside in not allowed.
 Door gaskets have to be intact and light tight.

2. Cleanliness
 Container floor and walls must be clean and free of any transferable stains (oil),
dirt, dust etc. which might contaminate UPM products.
 Container floor must be fully free of debris/dust which can damage the cargo.
 Container must be free of smell or strong odour.
 Especially in winter conditions sweep/vacuum cleaning must be used as primarily
cleaning method and washing as secondary option.

3. Flooring
 No protruding screws, bolts, etc. sharp objects allowed anywhere in floor area.
 Max allowed height difference between floor panels/threshold plate/hat-section
center spacer is 2 mm.

4. Walls/Roof
 Sharp/cutting edges in walls/corrugations even inside IICL5 limits is not allowed.

Container stuffing

Container cargo weight must be evenly distributed gross- and lengthwise in order to prevent
accidents/equipment failures. Different stuffing patterns can be used, anyway unit movement
during seavoyage must be prevented by using cargo securing and lashings.

Some examples of patterns:

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PULP DAMAGE TYPES

Each party of transport chain should notice that pulp is used for manufacturing of multiple
different products including hygiene industry products. Due to this damage tolerance is often
very low. Secondly wrapper and wire damages can cause stoppage of automatic production line
causing additional work and occupational health and safety risks. Contaminated pulp or foreign
particles can cause serious failure of production process.

Pulp damage types are:

 Loose/deformed units
 Wrapper damage
 Baling or lifting wire damages
 Dirt, stain or marks in units
 Contamination (dirt, oil, plastic etc.)
 Water damages

Detailed definitions for damage type:

Broken unit wires: Number of units that have few broken unit wires but are not loose. Example: 2

Dirty (>A4): Number of units that have dirty surface area bigger than an A4 sheet. Example: 15.

Units loose: Number of units that are loose and need rebundling, from all vessel cargo unloaded. Example: 1

Units wet: Number of units that are severely damaged due to moisture. Example: 0

Others (explain): Number of units that are severely damaged and need some action (discard, repair).
Include reason. Example: 1 badly rust stained. Segregated

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PULP DAMAGE STATISTICS – PORT OPERATIONS

UPM policy is that port operators count visible pulp units in warehouses after discharging or
before loading of each individual vessel and tally damaged units according to damage types
presented above. If major damages or wet units are noted, evidence photos should be
taken. The excel table and possible photos (see Appendix 2.) should be sent to following mailing
list after vessels departure:

technics.seaways@upm.com
ines.eulen@upm.com
bengt.blomberg@upm.com

TRANSPORT DAMAGE CLAIMS

Instructions for receiver

The number of packages and the condition of the consignment should always be checked before
signing the receipt (waybill or similar freight document). Photos should be always taken to
demonstrate the damaged condition of the goods whilst still in the truck or container, or to
demonstrate bad stowage.

A remark is to be written in the freight documents of damage or loss. It should be written on the
carrier's copy of the freight document, and also be noted in the receiver's own copy.

The remark should specify:

 number of missing and/or damaged packages

 type of damage
 cause of damage, if known (package overturned, wet due to torn etc.)
 date and signature.

The remark on the freight documents secures the right for UPM and/or its insurers to make a
claim against the transport carrier.

The claim info should additionally be sent immediately to the local UPM contact (and also to
insurance company depending of delivery term) specifying:

 order number
 package number
 shipment number/ID
 extent & value, € of damage & above mentioned damage details (photos and
documents)
 damaged goods should be kept for survey, and all necessary steps taken to minimize
the loss and prevent further damage.

After that it will be investigated if cargo insurance deductible is exceeded and contacted to
insurance company.

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Cargo insurance

UPM cargo insurer is Pohjola Group. If cargo is, depending on delivery term, under UPM
insurance coverage, damage should be reported to: marine.cargoclaims@pohjola.fi

International transports

In international transports the notice of loss and the formal claim to the carrier should be made
within the below time limits.

Applicable rules Visible damage Concealed damage Claim will be time

barred
1. Carriage by road upon receipt of goods 7 days 1 year

CMR Convention
2. Carriage by rail upon receipt of goods 7 days 1 year

CMR Convention
3. Carriage by sea upon receipt of goods 3 days 1 year

Hague rules
Hague - Visby rules
US COGSA
4. Carriage by air upon receipt of goods 7 or 14 days 2 years

The Warsaw or
Montreal Convention

For national time limits, please contact the regional logistics organisation.

CONTACTS

UPM LOGISTICS TECHNICAL SERVICES & CARGO CARE

UPM Logistics Technical Services Team is the expert in technical issues of logistics operations.
Issues concerning damage prevention, claim handling and cargo care are main responsibilities
of the team. Technical Services Team is specialized in planning and controlling of ship’s
stowage and organizing transportation safely and smoothly for the customer.

In addition, the team is regularly conducting on-site supervision in the harbours. This includes
supervision and evaluation of the vessels and policies in the harbour, ensuring the high-level of
transportation services.

Ville Huovila, Manager, Technical Services, +358 (0)2041 55900

ville.huovila@upm.com

Mika Hanski, Specialist, Technical Services, +358 (0)2041 55960

mika.hanski@upm.com

technics.seaways@upm.com

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APPENDIX 1.

Picture 1. Top ten hatch cover defects (source:www.nepia.com)

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APPENDIX 2.

Table 1. Example of required damage statistics form

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