Dry Bulk Cargoes - Essay Example

Dry Cargoes The Safety of Dry Bulk Carriers: Dry bulk cargos may include materials such as coal, petroleum coke, fertilizers, ores and scrap metal,1 while containerized cargo comes in small parcels, bulk cargoes are transported in large ones. Carriers of dry bulk cargoes may have to transport cargo which is dense, corrosive or abrasive and they may also be vulnerable to the dangers that result from cargo shifting. This may occur particularly in the case of cargo such as grain for example, where individual grains start to sink during the course of a voyage, resulting in air being forced out and creating a gap between the top of the cargo and the hatch cover, which in turn causes the cargo to move about as the ship rolls and pitches.2 A ship is then subjected to the danger of capsizing, and the large hatchways in bulk cargo carriers which are provided to enable efficiency in handling of cargo, can result in flooding that may potentially sink the ship. In recent years, dry bulk carriers have been associated with increased risks of structural failures that are catastrophic – for example, ships carrying heavy cargoes of iron ore or steel scrap are more susceptible, as are older carriers, and ships with trading routes in the Far East3. This is due to fatigue cracks that may develop in the hold of the ship over a period of time of continuous cargo transportation. Enhanced safety measures in regard to the design of the ship and other aspects, may be necessary to reduce causalities. The corrosion of steelwork and fatigue cracks are two of the greatest dangers in ageing ships. Due to cracking that takes place due to corrosion and fatigue cracking, the result may be water entering into the holds, so that the trim is altered and large quantities of water may enter in and sink the ship. This was precisely what occurred in the year 1991, when 24 bulk carriers sank, as a result of which 154 crew and personnel aboard the ship were killed. In assessing the reasons for the sinking of the ships, the American Shipping Association concluded that the losses were “directly traceable to failure of the cargo hold structure” which were subject to corrosion, cracking and operational damages.4 Hence, periodic checking of older ships for fatigue cracks and damages caused by corrosion and operational procedures must be carried out, with repairs and restoration being instituted as necessary. A proper and correct loading of the ship is necessary to ensure that the cargo is evenly balanced on the ship. Formal safety assessments must be carried out for carriers5 - for instance, while unloading dry bulk cargoes, the depth of water must be determined such that it covers the entire area that the ship will occupy6. If the water levels are not properly maintained to balance the cargo levels, then there could be a resultant instability which may pose a threat to the safety of the ship. Cargo that is being loaded must also be leveled when the hold has been partially filled. Bulk cargoes are also of high density. For light grains, the density may be about 0.6 tons per cubic meter, while for iron ore, it may be upto 3 tons per cubic metre.7 Hence, air draught, which is the maximum mast height that must be ensured for passing under bridges, and water draught requirements, must also be taken into consideration. Oxygen depletion in holds must be safeguarded against, as also the leakage of poisonous gases8. The holds in dry bulk carriers are necessarily immense in size due to the vast quantity of cargo that must be accommodated, and since many different types of cargo may be carried, each possessing its own abrasive qualities, it may be difficult to completely clean out the hold of the carrier satisfactorily, which could aggravate the problem of shifting in future shipments. The regulations instituted by the 1960 SOLAS Convention has addressed this problem by requiring upper ballast tanks in bulk carriers to be designed in such a manner that shifting does not occur, and also requiring trimming of the cargo9. This is a process whereby the amount of cargo surface that is in contact with air is reduced and this is particularly useful in the case of cargo such as coal and iron in preventing the chances of spontaneous combustion. Implementing such measures and instituting regular checking of bulk carriers may result in better safety measures in transporting dry cargo……………………..742 words The BLU Code: The BLU Code was set out in the aftermath of concern over the increased reporting of ships carrying dry bulk cargo which were lost at sea, sometimes without a trace. It was recognized that the consequent losses of lifer and property had resulted due to the improper loading and unloading of these carriers. The BLU Code is the Code of Practice for the Safe Loading and Unloading of Bulk Carriers and it was adopted by the passage of Resolution A.862(30) in 1997. The Code contains regulations on several aspects affecting the safety of bulk carriers, including the suitability and safety features necessary on ships and at terminals, procedures that are mandated between ships and shore in ensuring safety in handling of cargo on and off the ships, specifications on ballast, i.e, that upper ballast tanks must be designed to prevent shifting of cargo, detailed loading and unloading plans as well as safety checklists which are provided both to the ships as well as to the terminals. In order to prevent the occurrence of disasters and losses of dry bulk cargoes, the BLU code is a set of guidelines provided for the benefit of the various personnel aboard bulk carriers, such as ship masters, terminal operators and all other parties concerned on how to safely handle cargo – the loading, unloading and stowage of bulk cargo.10 It provides a checklist for the ship master and the terminal manager which must be ticked to ensure that the necessary procedures are being properly carried out. These guidelines require the measurement of the following: (a) available depth of water in the berth (b) Minimum air draught (c) arrival draught (d) air draught on arrival (e) calculated air draught at departure, among others. The questionnaire checklist that is provided includes questions on (a) whether the depth of water at the berth and the air draught are adequate to complete the necessary cargo operations? (b) are mooring arrangements adequate taking into consideration all relevant factors such as tide, currents, weather and the carriers parked alongside? (c) how much readiness and flexibility is provided to the ship to leave the berth at any time? (d) are there an adequate number of personnel aboard as well as in the terminal to handle an emergency? 11 (e) is there a safe access between the ship and the wharf? (e) is the ship’s terminal communications system effective? (f) have liaison contact persons during operations been identified? (g) have necessary repairs been identified and agreed upon? (h) have procedures for reporting of damages been agreed upon?(i) have fumigated cargoes been identified? (i) have the SOLAS requirements for loading and unloading of cargo been notified to the ship’s personnel? (j) is the atmosphere in the holds safe? (k) have copies of terminal regulations been provided to the ships? (l) has the need for trimming been intimated to the ship and necessary adjustments made? (m) is there a clear understanding on the ship that if ballast operations go out of alignment, then cargo loading or unloading must be suspended until the ballast alignment has been restored?12 These and other guidelines serve to ensure that the ship’s personnel carry out loading, unloading and stowage according to prescribe directions, so that the maximum safety can be ensured in terms of handling of bulk cargo. Adherence to such safety regulations helps to ensure that accidents are prevented and that all personnel are aware of the need for utmost care and precautions in handling of dry bulk cargo, to ensure maximum safety. It also provides a comprehensive base of information to the personnel on the ships and at the terminals on the elements that they should look for and safeguard against when loading and unloading ships. By also requiring a process of communication to take place between ships and shore, the BLU Code also ensures that adequate precautions are taken before the ship ever reaches shore and before it sails off. The code also mandates the provision of loading and/or unloading/discharge plans by the ship’s master, which is very helpful in ensuring that any irregularities or anomalies are spotted early and addressed accordingly so that they are not allowed to become a liability. Loading Discharge Plan: As a part of the BLU Code, the Loading Discharge Plan requires that the ship master make some initial contact with the terminal where the goods are to be unloaded by using a agent and making the contact well before the expected time of arrival. Alternatively, the terminal itself may forward the unloading requirements and regulations in force at the terminal to the ship beforehand, so that it is adequately prepared to comply with those terms. In accordance with such regulations, the Ship’s Master is required to prepare a plan outlining the manner and method by which the ship’s cargo will be unloaded or discharged once it arrives at the terminal. This plan will have to be approved by the terminal and unloading or discharge of the cargo must be carried out according to its provisions once the ship arrives at the terminal.13 The Loading discharge plan is also required to ensure that reference is made to the following elements: (a) forces and bending movements are regulated such that they are maintained within acceptable limits (b) draft and trim of the carrier are maintained according to the acceptable criteria (c) weight limitations for the tank tops are observed (d) the discharge plan is also made available to the deck officers and the stevedores.14 ……….910 words Bibliography * Barge cleaning operations: Dry bulk cargo barges” Retrieved January 1, 2008 from: http://www.osha.gov/SLTC/etools/shipyard/barge/bulk_barge.html * BLU Code: Ship/Shore safety checklist: Retrieved January 1, 2008 from: ispesl.it/safety_checks/_en/nave-banchina.htm * BLU Code: Ship/Shore safety checklist: Retrieved January 1, 2008 from: ispesl.it/safety_checks/_en/nave-banchina.htm * BLU Code:Code of Practice for the safe loading and unloading of “ International maritime Organization at pp 33 * “Bulk Carrier: Improving cargo safety. Retrieved December January 1, 2008 from: http://www.oceansatlas.com/unatlas/issues/safety_at_sea/bulk_carrier/bulk_carrier.htm * “Development of a manual on loading and unloading of solid bulk cargoes for terminal representatives”, International maritime Organization, Retrieved January 1, 2008 from: http://www.imodocs.imo.org/ENGLISH-pdf/DSC/9/7.pdf * Lamb, Thomas, 2003. “Ship design and construction” (Vol 1), 1st Impression Publishing. * P&I Class Rules. Retrieved January 1, 2008 from: http://www.standard-club.com/pdf/RulesArchive/Bermuda/rule2002.pdf, at pp 135 * Roberts, Stephen E and Marlow, Peter B, 2002. “Casualties in dry bulk shipping (1963-1996)”, Science Direct, 26(6) :437-450 * Safety of ships carrying solid bulk cargoes. Retrieved January 1, 2008 from: http://www.tc.gc.ca/MarineSafety/bulletins/1995/13-eng.htm * Wang, J and Foinikis, P, 2001. “Formal safety assessment of containerships”, Marine Policy, 25(2): 143-157 Read More