Carriage of Timber Cargoes by Sea - Essay Example

CARRIAGE OF TIMBER CARGOES BY SEA –AN ANALYSIS Introduction Frequent accidents of vessels loaded with sawn timber were reported and all these accidents happened in rough or heavy weather and mostly during the autumn. Almost all accidents reported engaged a traverse shift of the timber deck cargo. This research essay analyses how risks can be minimised in case of transportation of timber cargoes by sea and also suggests what are all the precautions to be followed while transporting timber cargoes through sea. Analysis: Timber deck cargoes are described as cargoes of timber, including sawn timber, logs, lumber, pulpwood, poles either in loose or in packaged conditions. These cargoes can be transported either as packaged logs or in loose condition and either in a superstructure or in on an uncovered part of a freeboard of a vessel. (IMO 1991:1). The most common peril to a ship transporting timber cargo is the possibility of slanting turn of the packed timber. Further, slanting turn of timber cargo are worsened either by an insufficient measure of stability, careless stowage or unlatched deck which allow the ingress of seawater or by mixture of all the above three reasons. The Code of Safe Practice for Ships Carrying Timber Deck Cargos was adopted by International Maritime Organisation (IMO) in 1973. This code was again amended in 1978. It is to be noted that though these codes are not mandatory in nature but it offers some direction to member nations which can adhere either in wholesome or in part if they desire. Since safety of the ship and its crew is dependent on the packaging of timber, this code emphasises the prerequisites such as lashings, stowage, stability, safeguard of the crew and other subject matters. The enduring happening of accidents involving shift and submerging of timber cargo vessels has forced the IMO to have new safety rules on this area. The main aim of the IMO’s code is to draft suggestions on stowage, securing and other operational safety initiatives to make sure the safe shipping of timber deck cargoes. Frequent accidents of vessels loaded with sawn timber were reported and all these accidents happened in rough or heavy weather and mostly during the autumn. Almost all accidents reported engaged a traverse shift of the timber deck cargo. Further, there is no substantiation that longitudinal transportation of timber caused the problem. Thus, majority of the accidents involved the aftermaths of traverse transport of timber in heavy or rough weather. Rough sea waves hitting hard the stove was reported in majority cases of accident by way of initial movement. Further, this was aggravated by the sailing of the vessel in rough seas. In these cases, a mistake in the design of stowing and lashing the cargo was recognised as the culprit. Thus, these accidents involving timber cargo stresses that the existing ways of stowing and securing these timber cargoes is not sufficiently robust enough when heavy or rough weather is witnessed during transit. In most of the accident, it has been observed that poor friction between the top of the hatch covers and the deck cargo was an issue. When the deck was wet, there is absolutely no friction between steel surfaces. To avert accidents, the following measures have been suggested: To maximise the friction between hatch covers and timber deck cargoes and between tiers of boxed timbers. To use fabric webbing lashings to avoid accidents. To employ and use hog wires and upright supports. To provide plan and setting of remote jettisoning tools. To devise and fortify the timber rails and other structural steel techniques of limiting cover cargo movement. The adequateness of existing provisions in the IMO codes of Safe Practice for Ships Carrying Timber Deck Cargoes. (IMO 1991:3). It is strongly suggested that ship owners should initiate actions on lashings, friction and structures to avoid accidents to timber cargoes. Shipowners are recommended to initiate the following precautionary steps to avoid accidents to ships carrying timber cargoes. The friction between hatch covers, timber deck cargoes and between levels of packaged timber have to be maximised. Usage of steel on steel contact is to be avoided and only to employ plastic wrapping thereby introducing a high friction coating. To make sure that arrangement of lashing , particularly where fabric webbing lashings are employed , are adequate enough to stop the cargo from moving laterally and robust enough to bear the forces created in rough sea atmosphere. Employment of hog wires and uprights is to be encouraged. To make sure that any structure, for instance, timber rails, which are outfitted to assist secure timber deck cargoes, are vibrant enough to bear the forces created during coarse sea weather atmosphere. Some of the lessons learned from accidents involving timber cargo by movement through sea are as follows: There should be maximised friction between timber deck cargoes. If possible, steel-on-steel interfaces have to be shunned. While at the loading of timber cargoes, crew of the vessel should monitor whether the loading is carried out in a satisfied manner. To avoid accident, while at stevedoring, the dunnage should have been stationed under the timber packages to foster a higher friction wood-on-steel boundary with large quantum of contact area. While unloading at discharge port, the crew should not stand on the stow and to employ cherry pickers for removing the tarpaulins and for releasing the lashings. Vessels carrying timber on the deck should carry enough equipment. There should be proper certification for the provision of lashings. The master of the vessel should be adequately educated through cargo securing manual for the carriage of timber cargoes safely. It should have information on the number of lashings to be employed and the technique of arresting sideways movement. As majority of accidents have occurred mainly due to bad weather, IMO code of practice advises that where there exists severe bad weather or where sea is very rough, masters are advised to reduce the speed or sheltering for several hours or to take diversion from the passage plan .It is to be noted that lashings are not devised to offer means of securing against imprudent ship handling in rough weather. Since jettisoning of a timber deck cargo can be exceptionally hazardous, a remote devise is the only safe way available in jettisoning a timber deck cargo. (MAIB 2003:5). Conclusion It was reported on January 19, 2009 that a Russian ship had lost its 1,500 tones of timber cargoes due to bad weather and coarse seas off the coast of East Sussex. This is not an isolated incident and frequent accidents involving timber cargoes are happening. Hence, IMO codes of Safe Practice for Ships Carrying Timber Deck Cargoes should be made mandatory due to frequent accidents involved and also to avert further accidents of vessels that likely to sail in the area where accident of timber cargoes have occurred. List of References I M O. (1991) Code of Safe Practice for Ships Carrying Timber Deck Cargoes. London: International Maritime Organisation. MAIB. (2003) Timber Deck Cargo Study. Southampton: Marine Accident Investigation Branch [online] available from http://www.maib.gov.uk/publications/safety_studies/timber_deck_cargo_study.cfm > [accessed 24 January 2005] Read More