LOADING OF N.Z. EXPORT MEAT

Press, Volume XCIV, Issue 28016, 10 July 1956, Page 14

LOADING OF N.Z. EXPORT MEAT

Report By British Delegation ADOPTION OF BLOCK STOWAGE URGED (New Zealand Press Association) WELLINGTON, July 9. The physical and technical problems associated with the loading of meat for export from New Zealand to Britain are assessed in a report issued today by the chairman of the Overseas Shipowners’ Allotment Committee (Mr J. H. Cook). The report was made recently by members of a British delegation led by Mr B. R. Law, of Wellington. One of the major recommendations, which in the opinion of the authors of the report would assist in quicker unloading at ports of destination and in the more rapid turnround of refrigerated ships, suggests the elimination of small parcels and mixed stowages. It urges the adoption of a system of block stowages and the segregation of parcels under 2000 carcases from the larger stows. The report reviews port facilities and draws up an extensive list of requirements for the operation of its proposed loading plan for meat exports. It also expresses the opinion that road transport should suplement rail transport in several instances.

The report speaks of the desirability of even spacing of the arrival of chilled beef shipments in Britain, and strongly recommends that the Railways Department repair and place into service as soon as possible the large percentage of unserviceable insulated rolling stock. The department is also urged to build or import sufficient rolling stock to meet peak seasonal demands, and to consider a new design of refrigerated waggon sheathed with aluminium alloy or stainless steel.

The report says that the capacity to load ships in New Zealand is limited, and that from experiences during the last few months the port of London can handle between six and eight ships satisfactorily (from Australia and New Zealand), Liverpool four, Glasgow one, and Avonmouth two. When those numbers are exceeded, lack of rail and road transport, coupled with full cold stores in the London area, causes chaos. Comments on the report were made this evening by the chairman of the New Zealand Meat Producers’ Board (Mr J. D. Ormond) and by Mr Cook. In each statement it is mentioned that several suggested improvements contained in the report are already being put into operation. In a review of unloading difficulties in Britain, the report says that during the war and in the control period afterwards—ls years in all—meat from all sources was discharged in bulk. Delivery was taken by the Ministry of Food, there being no consumer choice. With the return to private trading, however, and the need to restore free choice to the consumer, it became essential to distribute by quality and weight grade. Delays in London

But serious delays were soon experienced during discharge in the United Kingdom, particularly in London. The situation reached a peak in December of last year, when shipping accumulated far beyond the capacity of the meat-handling facilities in the port of London. " The slow discharge of these vessels is attributed by the report to two main causes—small parcels of various importers’ meat intermixed in stows throughout the refrigerated compartments of every ship, and the inexperience of a new generation of dock labour, accustomed to the bulk handling of meat, and suddenly faced with the need to give delivery according to the altered requirements of the trade.

The British dock workers were opposed to the new arrangement, but gome improvement in handling took place after an award to labour and as a result of 18 months’ difficult experience, the report says. Recently, however, the situation has deteriorated considerably because of the other main factor—the mixed stowage of innumerable small parcels Delays became stoppages, and ships began to queue in London and other United Kingdom ports while attempts were made to sort each importer’s meat as required. With Argentine meat, shipments of which have increased substantially over the last few months, there is no sorting problem, the report continues. The greater part consists of chilled beef, and shipments are made by five or six operators only and are delivered to a similar number of importers. The report says that both freezing companies and the shipping interests have been formulating plans in an endeavour to cope with the altered requirements of the trade. In its investigations in New Zealand, the delegation found that efforts had been made to stow the parcels and to employ different methods, such as the use of coloured tape and- nets, to separate them. Where this had not been found possible it was attempted to stow shipments from each freezing works separately. Main Causes of Failure

But in the main these expedients were frustrated, and the report cites the following causes:— (1) The multiplicity of small parcels and their mixed loading. (2) The policy of the shipping lines that neither the vessel nor individual gangs should be delayed by the requirements of parcel stowage. (3) Difficulty in making trucks available because of inadequate marshalling facilities and, in many ports, poor wharf railways. (4) Delays to trucks en route because of the shortage of train crews and the priority given to passenger and livestock traffic. (5) The frequent need, because of these truck shortages, to rail in meat from nearby works to maintain loading, thus breaking • the regular flow from freezing works at a greater distance from the port. (6) Mixed stowage resulting from delays through bad weather which necessitate the loading first of that meat which has been in the trucks for the longest period. (7) Limitations in the capacity of many works to load out. which entail drawing from several works daily to continue loading. (8) Breaks in continuity of loading because of Sundays and holiday periods. (9) Insufficient co-ordination between officials of shipping companies when more than one vessel is loading meat in a port. In place of the methods which have so far been employed, the report recommends the loading of each importer’s meat in the least number of large stows, irrespective of grades, so that blocks are made up of meat bearing the importer’s headmark. Small

parcels should be held up if there is a reasonable prospect of a larger quantity of a particular commodity being available for the next ship. It had been found, the report continues, that some works which ship to several importers did not attempt to cover them all in every shipment. They might consign to a certain number by one ship and to the others by the next. This is a procedure which the report recommends importers to empower their works to adopt. The report also recognises the desirability of spacing evenly the arrival of chilled beef shipments. To relieve congestion at London, a regular service of at least two vessels to ports on the west coast of Britain should be provided each month, the report continues. The ships should be appropriately spaced. Railway Facilities The delegation strongly recommends that the Railways Department should repair and place into service as soon as possible its unserviceable insulated rolling stock. It is essential, it says, to have sufficient rolling stock available, and if trucks can not be built locally they should be imported. Consideration should also be given to a new design of refrigerated waggon sheathed with aluminium alloy or stainless steel.

The provision of new marshalling yards and additional access lines to wharves is urgently required, the report goes on, and shunting facilities should be improved.

Early advice from freezing works of the composition of their shipments and the names of importers is essential to enable the efficient allocation of stowage, the report says. A forward programme of loading should be drawn up as soon as possible, and details should be given to the works, the Railways Department, and others concerned of the order in which cargo is required at the ship’s side. Great difficulties have been experienced as a result of changes by freezing works in their programmes, the report adds. Some of these alterations have been made as late as loading time. A continuation of this practice will seriously jeopardise the attempt to achieve orderly block stowage. Mixed Trucks

Freezing companies should be allowed by importers to make minor increases where large shipments are involved, so as to reduce the number of mixed trucks, the report says. These increases could be offset by decreases in other shipments included in the same allotment. Where breaks in consignments occur during loading of trucks, the break quantity should be retained to be loaded in the trucks immediately following. The delegation recommends that this be adopted as standard practice. Dealing with stowage plans, the report emphasises the responsibility of ships’ officers to ensure suitable separation of the cargo in the hatches. It also says it is essential to have close liaison between stevedores and head clerks. Care should be taken to define clearly the limits of the various stowages.

It has been impressed on the delegation, the report continues, that New Zealand cannot load more than a limited number of vessels at any one time, and that therefore any delays to secure better stowage may result in less effective use of loading facilities. If its recommendations were carried out, however, the over-all gain should offset such delays, although it should be realised that waterside workers might renew their claim for an increased co-operative contract rate for loading meat. So long as the existing shortage of rolling stock continues, the report says, every effort should be made to use road transport and craft. Use of Road Transport

The report considers that the problem of giving separate stowage to the present minimum of 250 carcases is insoluble, and that continuation of such shipments is unrealistic in present circumstances. It observes that this matter is already being examined by the New Zealand Meat Producers’ Board. The success of its recommendations, it says, depends largely on the closest co-operation among all concerned in handling meat from the freezing works to its ultimate destination. The recently-established port committees have an excellent opportunity to help to effect the desired improvement.

Unless corrective steps are taken, the disruption caused by the present state of affairs to both the United Kingdom meat distribution trade and to shipping services must be intensified by the heavier exports which are expected from New Zealand, continues the report. The effects of this would fall heavily on the marketing of New Zealand products generally. During the delegation’s visit to the ports and freezing works in New Zealand, many points concerning wharf and transport operations were brought to its notice. Many of these, it says, are being considered by the authorities concerned. In the following notes reference is made essentially to such matters as directly apply to the block stowage of meat. Auckland.—

Much of the meat exported from Auckland has gone forward in small parcels, with consequent difficulties in stowage and delivery. When more than one vessel is loading some consideration should be given to establishing an order of priority. This should be advised to freezing works, thus enabling meat to be brought forward in an orderly manner. It is clear that more than three refrigerated loading vessels cannot be loaded efficiently at one time. The concentration of these ships to the eastlern end of the harbour would assist the railways. Inadequate marshalling facilities in yards and on wharves make improve-

ments imperative as soon as possible. The delegation regards with alarm the proposal to provide only two sets of railway lines on either side of the projected triangular wharf. Three lines are essential. The use of insulated lighters for conveyance of butter to ship’s side is a’ present under consideration. In the opinion of the delegation this is desirable, as it would release railway trucks and relieve congestion on the wharves. Gisborne.— With only one freezing works involved, the proposed system of block stowage should offer little difficulty, except when weather interferes with roadstead loading. The requirements of stowage in lighters was fully discussed during the visit. Napier.— At Napier much of the meat has been going forward in small parcels. Difficulty will always be experienced early in the season if lamb is shipped immediately after freezing and there is no opportunity of assembling large blocks. The quantity of 'meat which can be moved daily from Wairoa is restricted by rail service because of the difficult terrain, and can on occasions interrupt block stowage. Earnest consideration should be given to the supplementary use of road transport for the carriage of meat from the two works, which are situated at reasonable distances from the port. Because draught restrictions at Napier prevent many vessels from making this a final loading port it is necessary to load out- chilled beef for vessels in Wellington. This can break continuity in the loading out of frozen cargo where freezing works are unable to load out both chilled and frozen together.

New Plymouth.— Small parcel shipments are not a feature at this port, and provided sufficient transport is available there should be relatively little difficulty in achieving block stowage. The New Zealand Meat Producers’ Board and the company concerned are investigating the transport of meat, both chilled and frozen, by road in suitable containers from the Waitara freezing works. If these proposed methods prove satisfactory, they could be extended to other ports. Further use of road transport for dairy produce from factories to cool stores would release insulated rail trucks for shipping purposes. Wellington.—

Much of the meat shipped from the freezing works served by Wellington port goes forward in large lots to individual importers, and under the recommendations now put forward it should be possible to achieve larger block stowages. The problem here is, however, complicated by the number of freezing works served, the varying distances involved, and the occasions when it becomes necessary to reduce the train load on the way from works to the port because of gradients. This results in a breakdown of the organised loading sequence. With the limitations imposed by two rail lines only at each berth, the correct disposal of meat from part trucks is a major difficulty. Road transport might be used with advantage to supplement rail transport. SOUTH ISLAND PORTS The reports says it should be recorded that generally in the South Island, because the limited supply of insulated waggons necessitates their interchange between ports, the overall shortage of insulated rolling stock is accentuated. The increased production of z meat in the South Island focuses attention on the urgent need for more insulated rail trucks, and also emphasises the need for using road transport where feasible.

Lyttelton.— Certain works have a considerable problem with small consignments. The marshalling facilities at this port are very poor, and are further hampered by the congestion at the Christchurch marshalling yard. The freezing companies and shippers had worked out an excellent method of coding which was suitable for the type of block stowage of parcels which they were endeavouring to obtain. However, trains arrive late and loads get out of sequence, but the most important cause of breakdown of this routine is the fact that parcels of 250 or less are insufficient to fill a truck. Therefore several parcels must be loaded together, and, as meat is loaded ex works to alternate ends of trucks, mixed stowage starts at origin and consequently continues in stowage in the ship. Timaru.—

Inquiries revealed that, apart.from shortage of transport, the timing of arrival of trains is most unreliable and causes disruption to the loading programme. The small consignment problem is again very evident at this port. A more direct rail access to the berths is desirable. It is essential that the second access line which previously existed to No. 1 wharf, and was removed, should be restored. This port is suitable for the use of road transport to supplement rail for vessels loading refrigerated loadings. Dunedin and Port Chalmers.— Two works ship through the port of Otago. Because of the limited drift and size of vessels which Can go to Dunedin, most of the meat exports from Otago are loaded at Port Chalmers. Port Chalmers has two suitable berths, but inadequate rail facilities behind the wharf. The rail access to all wharves and the marshalling facilities are unable to cope efficiently with the traffic passing through the port. Here again many small parcels of meat are shipped. Bluff.— The problem here is mainly one of trying to cope with the rapidlyincreasing production of the province. There is an acute shortage of labour, and the present port facilities are inadequate. An imaginative scheme of new harbour construction is proceeding. Generally the quantities shipped

under individual importers’ headmarks are sufficiently large to ensure good block stowages. There is, however, a sufficient number of small parcels shipped to create a problem, which the freezing works are endeavouring to minimise.