London P&I Bulk Cargo Liquefaction 2017 - 03 PDF

BV_BulkCargoLiquefaction_11x16_1703:BV_BulkCargoLiquefaction_11x16_1603 17/03/17 12:0
BC 046 DCM R00 - March 2017 - Photo Credits : London P&I Club, TMC Marine, Bureau Veritas
reet
REDUCING THE RISK
OF LIQUEFACTION
7
Operational guidance for vessels that

carry cargoes which may liquefy
REDUCING THE RISK OF LIQUEFACTION

TABLE OF CONTENTS
4 GLOSSARY
5 INTRODUCTION
6 WHAT IS LIQUEFACTION?
8 WHAT ARE THE EFFECTS OF LIQUEFACTION?
10 THE “CAN TEST”
12 LOADING CARGOES WHICH MAY LIQUEFY
13 BEFORE LOADING
14 THE LOADING OPERATION
15 DURING THE VOYAGE
17 RECENT DEVELOPMENTS
18 APPENDIX 1 - GROUP A CARGOES WHICH MAY LIQUEFY
3
R
GLOSSARY
I
FLOW MOISTURE POINT IMSBC CODE
The Flow Moisture Point (FMP) The International Maritime Solid Th
means the percentage moisture Bulk Cargoes (IMSBC) Code refers pr
content (wet mass basis) at which a to requirements applicable to the pr
flow state develops under the transportation of solid bulk cargoes ow
prescribed method of test in a adopted according to the IMO th
representative sample of the resolution MSC.268(85). ca
material. as
MOISTURE CONTENT pr
GROUP A It i
Moisture Content (MC) means that wa
Cargoes which may liquefy if shipped portion of a representative sample re
at a moisture content in excess of consisting of water, ice or other an
the transportable moisture limit. liquid expressed as a percentage of ve
the total wet mass of that sample.
GROUP B Mi
TRANSPORTABLE fin
Cargoes which possess a chemical MOISTURE LIMIT an
hazard which could give rise to a be
dangerous situation on a ship. Transportable Moisture Limit (TML) su
of a cargo which may liquefy means an
GROUP C the maximum moisture content of im
the cargo which is considered safe ca
Cargoes which are neither liable to for carriage in ships not complying wh
liquefy (Group A) nor to possess with the special provisions of liq
chemical hazards (Group B). subsection 7.3.2 of the IMSBC Code. so
It is determined by the test re
procedures, approved by a competent ph
authority, such as those specified in re
paragraph 1 of Appendix 2 of the
Code. If the methods of flow table
test or penetration test is used, the
TML is determined as 90% of FMP.
4 1
E.
INTRODUCTION
The purpose of this booklet is to While the main requirements for the
provide general guidance and safe carriage of solid bulk cargoes
practical advice to masters, ship are enshrined in the IMSBC Code,
s owners, shippers and charterers on this booklet outlines the precautions
the loading and the carriage of bulk you should take before accepting
cargoes which may liquefy, the risks cargoes for shipment and the
associated with liquefaction and the procedures you should follow for the
precautions to minimize these risks. safe loading and carriage of the
It is not intended to replace, in any nominated cargo.
way or form, the official IMO
regulations and guidance notes or You will still need to consult the
any document that forms part of a Code to check whether the cargo
f vessel’s safety management system. you are about to carry or carrying
complies fully with the Code.
Millions of tonnes of cargo (iron ore
fines, coal, manganese ore fines Please note that the IMSBC Code is
and nickel ore) that are known to mandatory under the provisions of
be prone to liquefaction have been the SOLAS Convention. However,
successfully transported without some parts of the Code continue to
any incident. Despite an be recommendatory or informative
improvement in the awareness of and therefore in the context of the
carrying such cargoes, incidents language of the Code, the words
where cargoes have been known to “shall”, “should” and “may”, when
liquefy unfortunately continue and used in the Code, should be taken
. sometimes with catastrophic/tragic 1 to mean that the relevant provisions
results. Therefore the liquefaction are “mandatory”, “recommendatory”
nt phenomenon continues to be as and “optional”, respectively.
relevant today in 2017.
1
E.g. loss of Bulk Jupiter with 18 lives in January 2015
5
WHAT IS
LIQUEFACTION?
A solid bulk cargo consists of three When there is more water inside the In
main components: a solid cargo than there is space between ma
component; a moisture component; the particles, and the water has of
and an amount of air (void space) in nowhere to go, then the water ca
between. Vibration and the motion of pressure between the particles may of
a vessel will cause the cargo stowed rise and press the particles apart.
in the holds to compact the moisture This will either result in a sliding
and small particles contained in the failure or the wet base of the cargo
cargo. In certain conditions a cargo will transition from a solid state to a
can compact to such an extent that viscous fluid.
there is no more void space (air)
between solid and water particles.
Liquefaction process in bulk cargo
KEY FACTS
Key fact: Liquefaction may occur Space between particles reduces
without additional water content Air is expelled
(e.g., from rainwater) if the Water pushes particles apart
inherent MC is already too high, Loss of shear strength
yet undetected by improper Solid cargo becomes liquid
checks/tests, in which case Centre of gravity shifts
agitation alone will cause Free Surface Effect
liquefaction as described. Ships may capsize
6
e In the liquefied form, the viscous state effect on the ship’s stability. In heavy
may unexpectedly flow from one side seas, the cargo can flow to one side in
of the cargo hold to the other, which a roll, and not return with the roll the
causes a shift in the centre of gravity other way, which progressively leads
y of the vessel. This has a dramatic to the vessel capsizing.
Liquefied cargoes
7
WHAT ARE THE EFFECTS OF

LIQUEFACTION?
Free Surface Effect
The most significant consequence of cargo liquefying is the vessel’s loss of
stability (reduction or loss of GM), leading to the vessel listing at a dangerous
angle to one side. In some instances, the angle of heel continues to increase,
resulting in the vessel listing heavily, down flooding or even capsizing,
leading to the loss of the vessel, its cargo and crew.
It is vital that the crew are fully aware and have a complete understanding of
what happens when a cargo liquefies, and are able to spot warning signs at
the earliest possible stage.
Step 1.1 Liquefied cargo Step 1.2 Ship rolls to port, cargo Step 1.3 Ste
moves slowly
When a bulk cargo liquefies (Step 1.1) it may move towards the lower side of As the vessel rolls in the opposite On e
the hold when the ship rolls (Step 1.2) direction the liquefied cargo may not visc
however flow back, instead remaining sam
towards the side of the hold to which it The
has already shifted (Step 1.3) of t
retu
Cargo shift Step 2.1 Untrimmed bulk cargo Step 2.2 Ship rolls Ste
with high moisture and low cohesion sep
Another effect is ‘sliding’.
Sliding is different from
liquefaction and may occur
when the moisture content
is too high, in untrimmed
cargoes. The cargo loses
its cohesion and becomes
less sticky.
8
us When a cargo liquefies, it starts to behave like a fluid.

e, This means that it acquires a free surface. The
detrimental effect of this free surface (reduction or
loss of GM) can be very significant for two reasons:
of
Bulk carrier cargo
holds are single
compartments without
Step 1.4 Step 1.5 the centerline
bulkheads. Often with
heavy cargo they are
only half full. This
creates the largest
possible free surface in
the cargo hold.
Bulk concentrate
On each subsequent roll, the cargo (in a This causes a rapid build-up of cargo on cargoes are a lot denser
viscous state) may move further to the one side of the vessel and build-up of than fluids, so the
g same side and build-up (Step 1.4). heavy cargo resting on the ship’s metacentric height
it The resulting cargo may flow to one side side-plating (Step 1.5).
of the ship with a roll but not completely The vessel may progressively reach a
reduction is high when
return with a roll the other way. dangerous angle of heel with down the cargo liquefies. This
flooding and even capsize quite suddenly can reduce the stability
with little or no warning. extensively.
Step 2.3 The top of the cargo Step 2.4 The cargo has moved to When the ship rolls, the
separates and slides to the side the side resulting in a list
top part of the cargo can
separate and slide to one
side. This transposes the
cargo and its vertical
centre of gravity to one
side and affects stability.
Liquefaction can also
occur along with sliding.
9
THE “CAN TEST”
Prior to loading a Group A cargo, the How to do a can test? Ho

actual MC and TML have to be it d
Take a cylindrical can, preferably a
determined, as required by Section su
tin can or similar container of about
4.2.2.9 of the IMSBC Code. fro
0.5 or 1 litre capacity and half fill it
These scientific (laboratory) tests are Yo
with the cargo.
carried out ashore and more tim
information can be found in paragraph
1.1.4.4 of appendix 2 of the Code. Ex
or
Currently, the master or other up
members of the crew can carry out a dis
complementary test (or check) on we
board, known as the “Can Test” in co
order to determine approximately be
whether the cargo they are about to
load or loading has the possibility of Half full can If p
flowing, i.e. whether the FMP is for
exceeded or not. de
wh
ca
of
the
After striking on deck
Cargo stockpile
Upturned sample
10
Hold the can with one hand and bring During the course of loading, the
it down sharply to strike a hard master or a designated crew member
surface such as the deck or a bollard is recommended to frequently ‘Can
t
from a height of about 0.2 meters. Test’ the cargo as it is being loaded.
You need to repeat this procedure 25 This should be from the cargo pile in
times at one to two-second intervals. the hold (tests on cargo piles in
barges/ashore are additional but not
Examine the surface for free moisture as conclusive for the ‘as loaded’ state).
or fluid conditions. Then turn the can
upside down and shake it slightly to
dislodge the sample. Examine this as
well for free moisture or a fluid
condition. In daylight, the surface will
be glistening.
If possible, photograph each can test

for your own records by marking on
deck the location of the sample from
where it was obtained (location in
cargo pile and depth). Maintain a log
of the tests that were carried out and
their results.
NOTE
Even if a sample remains dry
after testing, the MC of the
sample may still exceed the
TML. The ‘Can Test’ does not
demonstrate that the cargo
moisture content is less than
the TML but may indicate that
the cargo has exceeded its
FMP. Only a laboratory test
can establish this.
11
It i
no
ca
wi
ap
tha
is
Pr
loa
him
Th
REDUCING THE RISK OF LIQUEFACTION Bauxite hold
ou
LOADING CARGOES
WHICH MAY LIQUEFY
Some of the known cargoes which Any ‘Group A’ cargo whose MC is in
may liquefy (Group A) are mineral excess of the TML can only be carried
concentrates that have been refined in specially constructed or fitted cargo
into ores by eliminating most of the ships that have been approved by the
waste materials. They are generally Administration. For this purpose, in
known to be fine-particled material December 2016 Bureau Veritas issued
with a moisture content. For example, guidelines for the design of ships
copper, iron, lead nickel and zinc subject to bulk cargo liquefaction.
concentrates. A list of the ‘Group A’ See the Bureau Veritas Guidance Note
cargoes extracted from the current NI 639 DT R00 E for further details on
IMSBC Code can be found at Appendix 1. what constitutes a “specially
constructed or fitted” cargo ship.
Following the tragic loss of Bulk
Jupiter in 2015, bauxite has also been
identified as a cargo which may liquefy
and the IMSBC Code is in the process
of being reviewed2. A
12 2
IMO circular CCC.1/Circ.2 dated 20 October 2015 “Carriage of Bauxite that may liquefy” 3
W
th
BEFORE
LOADING
It is important that the master should The master should check that the
not accept concentrates or other laboratory test undertaken ashore
cargoes which may liquefy for loading to determine the TML of a cargo has
without being provided with the been conducted within six months of
appropriate documentation certifying the date of loading the cargo3
that the moisture content of the cargo (Section 4.5.1).
is less than the TML.
The master should check whether
Prior to the commencement of the testing of the MC of the cargo
loading the master should satisfy that is being presented is as near as
himself and confirm that: practicable to the time of loading,
and not more than seven days
The cargo holds are clean and dry,
(Section 4.5.2).
and the bilges have been tested.
If there has been significant rain or
The hatch covers close correctly
snow between the time of testing
and are weathertight.
and loading, check tests (laboratory
The following should also be carried tests, not can tests) should be
old conducted to ensure that the
out by the shipper and the master:
moisture content of the cargo is still
The shipper should provide the
less than its TML.
master well in advance with the
appropriate information on the
cargo as per requirements found in
Section 4.2.2 of the IMSBC Code.
d This information should be
go accompanied by a declaration by the
e shipper (Section 4.2.3).
The master should check, based on
NOTE
ed
the information provided on the It is a master’s responsibility
cargo declaration, whether the to ensure that his/her vessel
te cargo can be safely carried on board is safely loaded. If a shipper’s
n the vessel or whether additional declaration has not been
information is required. provided and has not been
The shipper should provide the forthcoming, then the master
master with a signed certificate of should not start loading and
the TML, and a signed certificate or immediately notify the
declaration of the MC issued by an vessel’s owners.
entity recognized by the Competent
Authority of the port of loading
(Section 4.3.2).
efy” 3
Where the composition or characteristics of the cargo are variable for any reason, a test to determine
13
the TML shall be conducted again after it is reasonably assumed that such variation has taken place.
THE LOADING
OPERATION
Although the carriage of ‘Group A’ Restrict the ingress of water and not Du
cargoes takes place on a regular basis load during periods of rain fall. cre
without incident, the potential sta
Make sure that the hatch covers of
consequence of loading an unsuitable sa
all non-working holds are kept shut.
cargo due to an unacceptable ca
moisture content requires that the Ensure that, if the cargo is being pr
master and crew remain vigilant loaded from barges, the barges are an
throughout the loading operation. adequately covered during periods of liq
precipitation and water ingress. If
Loading should only commence when this is not the case, the master Mo
the shipper has fulfilled the should not accept any cargo from ch
requirements outlined above and the these barges unless the moisture fre
master is satisfied with the information content has been re-established. the
he has been provided with. The master tru
should also complete the ship shore If the vessel encounters prolonged co
safety checklist as recommended by periods of precipitation during the ind
the Code of Practice for the Safe loading period, request check tests be
Loading and Unloading of Bulk to ensure that the MC of the cargo is thi
Carriers (BLU Code4). still less than its TML. sa
Prior to completion of loading, ca
The master and owners may consider It s
the appointment of an experienced, ensure that the cargo is reasonably
trimmed (as per dry bulk cargo good fat
independent cargo surveyor in order to ye
check the shore-side stockpile and if practice).
necessary take samples. In most ports On completion of loading, ensure If i
the master may not be allowed to go that the hatch covers are closed and ro
ashore to inspect the stock pile. secured as required. on
ex
During loading the master should: mo
Arrange for the deck to be ho
adequately manned so as to carry
out a visual inspection of the cargo
NOTE If n
ca
being loaded. If during loading the master has Th
Be aware of the build-up of water reason to suspect that the MC is co
pools or splatter on the bulkheads - in excess of the TML, he/she pa
this indicates excessive moisture. should stop loading the cargo
and inform the owners. The Mo
Continue to systematically carry out master may issue a ‘Letter of pa
and record ‘Can Tests’ as described Protest’ and seek further advice Ac
above. from the P&I Club. pr
the
14 4
The BLU Code can be found as a supplement to the IMSBC Code
DURING
THE VOYAGE
ot During the voyage the master and If the master or owner has any reason
crew should continue to monitor the to suspect that the cargo is/has
state of the cargo even if they are liquefied, they should immediately:
satisfied about the condition of the Contact their P&I Club
ut.
cargo they loaded. Some
precautionary measures to minimise Contact the nearest coastal state
e any potential incidents of cargo authority
of liquefaction are as follows: Consider heading to the nearest
Monitor the cargo holds regularly to port or place of refuge
check for any sign of accumulation of Consider measures to reduce the
free water in the cargo. Although vessel’s vibration/motion
these inspections may not provide a
true representation of the cargo
condition, they may provide an
indication of how the cargo has
s behaved since it was loaded. However,
is this should only be carried out if it is
safe to enter the holds, as mineral
cargoes tend to deplete oxygen levels.
y It should be remembered that several
od fatalities have occurred in recent
years.
If it is not already part of the ship’s
nd routine, sound the cargo hold bilges
on a daily basis. Although free water is
expected to drain it can hold the
moisture towards the bottom of the
hold and develop a wet base.
If necessary, consider ventilation of
cargo as and when appropriate.
This will depend on the advice
contained in the IMSBC Code for that
particular cargo loaded.
Monitor the vessel’s motion, in
particular the rolling period.
A change in the rolling period may
provide a warning of a reduction in
the vessel’s GM.
ode
15
FLOW DIAGRAM TO BE FOLLOWED

RE
PRIOR TO AND DURING LOADING
R
D
Has the shipper provided NO
all the cargo information? On
am
YES
Co
NO
Has the IMSBC Code Th
been consulted?
de
YES in
NO br
Does the Master have sufficient information
to plan the loading? Th
DO NOT sc
YES
LOAD ma
Has the cargo
been correctly identified?
ca
NO cla
YES for
Is the MC lower cre
than the TML? Ac
NO
YES
the
Co
Are the cargo spaces
free of liquids? thi
NO
Th
YES
sc
ge
LOAD STOP LOADING ma
Gr
as
of
du
Th
YES Loading visually monitored? NO the
Measures against water ingress taken?
Trimming at the end of re
loading considered? (G
de
go
of
Pr
iro
de
16
RECENT
DEVELOPMENTS
On 1st January 2017, the latest For the purpose of incorporating the
amendment, 03-15, to the IMSBC requirements of MARPOL Annex V
Code entered into force. that apply to the management of solid
The amendments are aimed at bulk cargo residues, a new
dealing with the latest advancements regulation, Section 14, has been
in the transport of cargoes, and are added which addresses the
briefly summarised below. management of residues of solid bulk
There are 18 new individual cargoes, in relation to the “2012
schedules of solid bulk cargoes, a Guidelines for the implementation of
majority of which are for Group A MARPOL Annex V”. As per MARPOL
cargoes. These schedules provide Annex V, the management of the
clarity on the carriage requirements residues of solid bulk cargoes
for cargoes that in the past may have depends primarily on the
created uncertainty. A list of all Group classification of a solid bulk cargo as
A cargoes and the recent additions to either harmful to the marine
the Group contained in the IMSBC environment (HME) or non-HME.
Code can be found in Appendix 1 of The responsibility for classifying and
this booklet. declaring whether a solid bulk cargo
is HME or non-HME lies with the
The Code now provides new shipper now. This classification will
schedules for iron ore fines and scale now be included in the cargo
generated from the iron and steel information provided by the shipper
making process. In the past these as per section 4.2.2.2.
Group A cargoes have been
associated with a significant number A new Appendix 5 containing all the
of ship casualties and cargo disputes Bulk Cargo Shipping Names (BCSN)
due to liquefaction. can be found in the IMSBC Code
appendix under three languages.
The most noteworthy amendment to
the existing cargo schedules is the
replacement schedule for iron ore
(Group C). Iron ore cargoes are now
defined in terms of particle size and
goethite content. The new section 1.4
of Appendix 2 includes a Modified
Proctor/Fagerberg test procedure for
iron ore fines. This method is used for
determining the TML of iron ore fines.
17
APPENDIX 1
5
GROUP A CARGOES THAT MAY LIQUEFY
Aluminium fluoride* Ilmenite (upgraded) Ni
Alumina hydrate (can also be B) Iron and steel slag and its mixture* Ni
Aluminium smelting/remelting by- Iron concentrate Ni
products, processed (can also be B)
Iron concentrate (pellet feed) Pe
Blende (zinc sulphide)
Iron concentrate (sinter feed) Pe
Calcined pyrites (can also be B)
Iron ore (concentrate, pellet feed, Py
Cement copper sinter feed)
Py
Chalcopyrite Iron ore fines*
Py
Chemical gypsum* Iron oxide technical* (cu
Clinker ash, wet (can be also B) Lead and zinc calcines (mixed) Py
Coal (can be also B) Lead and zinc middlings Py
Coal slurry Lead concentrate Py
Coke breeze Lead ore concentrate Sa
Copper concentrate Lead ore residue Sc
ste
Copper nickel Lead silver concentrate
Sil
Copper ore concentrate Lead silver ore
Sil
Copper precipitate Lead sulphite
Copper slag* Lead sulphite (galena)
Fish (in bulk) Manganese concentrate
N
Fluorspar (can be also B) Manganese ore fines*
Fly ash, wet Metal sulphide concentrates
(can be also B)
Galena (lead sulphide)
Mineral concentrates
Ilmenite clay
Nefeline syenite (mineral)
Ilmenite sand (can be also C)
18 * New individual schedules of solid bulk cargoes as per amendment 03-15 of the IMSBC Code
5
Extracted from Appendix 4 of the IMSBC Code and includes the amendments in force on 1 January 2017
5
Y
Nickel concentrate Slig (iron ore)
Nickel ore Spodumene (upgraded)*
Nickel ore concentrate Zinc and lead calcines (mixed)
Peat moss (can be also B) Zinc and lead middlings
Pentahydrate crude Zinc concentrate
Pyrites calcined (can be B) Zinc ore, burnt
Pyrites Zinc ore, calamine
Pyrites Zinc ore, concentrates
(cupreous, fine, flotation or sulphur)
Zinc ore, crude
Pyritic ash (can be B)
Zinc sinter
Pyritic ashes (iron)
Zinc slag*
Pyritic cinders
Zinc sludge
Sand, heavy mineral
Zinc sulphide
Scale generated from the iron and
steel making process* Zinc sulphide (blende)
Silver lead concentrate Zircon kyanite concentrate*
Silver lead ore concentrate
NOTES
ode
19
017
BC 046 DCM R00 - March 2017 - Photo Credits : London P&I Club, TMC Marine, Bureau Veritas
50 Leman Street Standon House - 21 Mansell Street
London E1 8HQ - UK London E1 8AA - UK
Telephone: +44 (0)20 7772 8000 Telephone: +44 (0)20 7237 2617
Email: london@londonpandi.com Email: info@tmcmarine.com
www.londonpandi.com www.tmcmarine.com
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Tel: +33 (0)1 55 24 70 00
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Formats disponibles

BV_BulkCargoLiquefaction_11x16_1703:BV_BulkCargoLiquefaction_11x16_1603 17/03/17 12:0

Operational guidance for vessels that

REDUCING THE RISK OF LIQUEFACTION

REDUCING THE RISK OF LIQUEFACTION

REDUCING THE RISK OF LIQUEFACTION

Liquefaction process in bulk cargo

REDUCING THE RISK OF LIQUEFACTION

WHAT ARE THE EFFECTS OF

us When a cargo liquefies, it starts to behave like a fluid.

REDUCING THE RISK OF LIQUEFACTION

THE “CAN TEST”

Prior to loading a Group A cargo, the How to do a can test? Ho

After striking on deck

If possible, photograph each can test

FLOW DIAGRAM TO BE FOLLOWED

REDUCING THE RISK OF LIQUEFACTION

REDUCING THE RISK OF LIQUEFACTION

Silver lead concentrate Zircon kyanite concentrate*

Silver lead ore concentrate

Move Forward with Confidence

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