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Braemar Seascope
Flow-state in solid bulk cargo & TML
The ship’s perspective
Richard Williams
27TH November 2013
Braemar Seascope
Braemar Shipping Services Plc
Shipbroking Dry Cargo Tankers / LNG / FSPO Containers Sale and Purchase New Building Demolition Research
Technical Port construction Naval Architecture Vessel & condition surveys Ship construction supervision
Environmental Pollution control Incident response
Logistics Port Agency Customs clearance Containers
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The Cargo shift Problem – and the Outcome
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Flow-State – The Ship’s Perspective
• Evolution of the issue and the regulatory response
• Identifying real world process
• Reviewing recent developments, future possibilities
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Global Regulation
IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and
security of shipping and the prevention of marine pollution by ships.
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The Ship’s viewpoint
• The load-port : “… there’s no problem Captain, we’ve never had a problem with this cargo...!”
• The discharge -port : “… why did you bring that stuff here?”
“…In the resulting viscous fluid state cargo may flow to one side of the ship with a roll one way but not completely return with a roll the other way. Thus the ship may progressively reach a dangerous angle of list and capsize.”
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Shipboard inputs - liquefaction
•Global ship motions •Structural response – slamming/whipping •Engine/propeller induced vibration •Effect of ship size •Importance of length of time/voyage
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Evolution – Practice & Regulation
Iron Ore – can it liquefy? Does it?
BC Code 1979 – IRON ORE entry
• The code is more what you call "guidelines" than actual rules.1
1Captain Barbarossa “Pirates of the Caribbean”
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Real-World experience
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Viscous fluid state
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Splashing under hatchlids
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Wet fines compacted
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Free water (slurry) with intact cargo
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Wet base partial collapse
Wording in an actual submission for a new cargo to IMO: • “The appearance of the surface of this cargo shall be checked regularly
during voyage. • “If free water above the cargo or fluid state of the cargo is observed
during voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship,
• “and give consideration to seeking emergency entry into a place of
refuge.
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Control system boundaries = Zone of Increased Risk
• Shipping operates in International “Law” domain
• Minerals production operates in Local Law domain
• Ships at a loading terminal sit in between
Increased Risk zone
Overlaps or gaps in practices/ risk-controls
Regulatory jurisdictions interact/misalign
Maritime Practice .... Minerals Production ?
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The problem Producers’ viewpoint
• Low confidence in pre-existing test methods for TML
• Historically developed for mineral concentrates
• Not directly applicable to iron ore
• Duration of codified tests > online sampling, testing
• Risk of cargo loaded > allowable moisture
• Problem exists now for ‘wet ore’ producers
• Problem extends as mines develop toward wetter ores
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Recent & Current progress IMO Sub-committee Sept 2013
IMO Sub-Committee for Dangerous Goods, Solid Cargoes and Containers eighteenth session (DSC 18)
Met at the IMO headquarters in London 16th -20th September 2013
• Reviewed results from Technical Working Group
• TWG comprised of representatives from BHP Billiton, Rio Tinto and Vale
• Australian & Brazilian Competent Authorities involved
• Research verified by independent review.
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Technical Working Group process
Marine Study involved real-ships real cargoes
• Vessel motions & forces
• Vessel stability
• Cargo observations
Test method study
• Adjusted method adapted from existing PFT
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Technical Working Group Marine study – recorded vessel motion routes
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Ocean route exposure Brazil comparison Australia – N Asia
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Technical Working Group Marine study – Typical cargo hold
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Technical Working Group Marine study - Laser scan of cargo end voyage
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Technical Working Group Marine study – stow profile before & after
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Technical Working Group “Marine study” conclusions *IRON ORE FINES
• Vessel motions & forces – Ship size is a factor (surprise!!)
– Measured accelerations are less than predicted
• Vessel stability – Capesize vessel stability not compromised <50% cargo shift
– Smaller vessels have less tolerance to cargo shift
• Cargo observations – Laser scans reveal less movement than expected
– Wet Brazilian ores drainage manageable by bilge pumping
– Australian ores no free water experienced
* These outcomes should not be applied to other cargo types
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Technical Working Group “Test method” conclusions
• The existing tests do not take into account key material properties
• a new test procedure "modified Proctor/Fagerberg test (PFT) procedure" better serves for iron ore fines
• “Recalibrated” PFT better suits IOF properties (PFT”D” test)
• TML for IOF is best determined by using the PFT D method
• …and the moisture corresponding to the point where the compaction curve intersects the 80% saturation line.
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Technical Working Group New IMSBC Code schedules
• The pre-existing IMSBC Code includes no “FINES’ schedule
• A new IRON ORE FINES schedule is accepted for inclusion
• Group A – subject to liquefaction applies
• Testing for TML and actual moisture apply
• A set of criteria distinguishing from lump ore Iron Ore Fines is iron ore containing both:
– 10 per cent or more of fine particles less than 1mm, and
– 50 per cent or more of particles less than 10mm.
• Additional criteria excluding fines > 35% goethite
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IMO DSC18 Sept 2013 - outcomes
• Modified test method
• New IMSBC Code schedule IRON ORE FINES
• Clarified criteria differentiating FINES / LUMP
• New IMSBC Code schedule IRON ORE (for lump)
• Qualification according to Goethite content
• Cargo trimming requirements
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IMO – other incoming changes
• Procedures for Sampling, Testing, Moisture management
• Procedures subject to approvals, checks and audit (AMSA)
• Access to stockpiles for ship’s representative check sampling
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Looking Ahead
• Delayed / staged in-force dates
• In Australia, consider in-force now
• Period of uncertainty during interim period
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Smooth Sailing – Safe Arrivals Thank you