Сухие грузы, которые перевозятся навалом имеют свойство “разжижаться”. Они начинают вести себя как текучая среда. В частности, это связано с соблюдением предельной влажности для транспортировки (TML). Такое разжижение грузов может повлиять негативно на безопасность судоходства. Правовым вопросам, связанным с обеспечением безопасности мореплавания правовыми и организационными средствами и мероприятиями, которые вводятся международными морскими организациями, посвящена настоящая публикация.
| Virtually all bulk cargoes are transported by sea, including ores, concentrates, coal, grains and fertilisers. Bulk carriers now make up by far the second largest part of the world merchant fleet after tankers. Although billions of tonnes of bulk cargo are moved round the world safely every year, there are a number of risks that must be managed. One of these is cargo liquefaction, where vibration and/or the motion of the ship may cause cargoes having moisture content in excess of transportable moisture limit (TML) to behave like a fluid, and slide or flow to one side of the hold. When cargo shifts in this way, it can lead to the ship listing and ultimately capsizing. This happens most with cargo consisting of finegrained material, such as fine ore or coal concentrates, which are damp when loaded. |
There were a number of serious accidents involving bulk carriers carrying iron ore fines and nickel ore which may have liquefied between 2009 and 2011. Forty-five lives were lost to accidents of this type in 2010 alone. These losses have caused concern at the IMO, leading to calls for a further review and the development of measures to improve safe carriage of cargoes that may liquefy. In 2010, the Maritime Safety Committee (MSC) instructed the Sub-Committee on Dangerous Goods Solid Cargoes and Containers (DSC) to work on the issue.
Inherent hazards
Solid bulk cargoes that may liquefy include concentrates – that is, minerals obtained from a natural ore by purification or separation, some coals and other materials with similar properties.
Concentrates and similar finely-particled materials may appear to be in a relatively dry granular state when loaded, and yet may contain sufficient moisture to become fluid under the stimulus of compaction and vibration. In the resulting semi-fluid state, the cargo may flow to one side when the ship rolls, but not completely return when the ship rolls the other way. As in the case of cargoes liable to shift, this can result in the ship reaching a dangerous heel or eventually capsizing.
Operational hazards
According to research by Intercargo, BIMCO, the International Group of P&I Clubs and IUMI, ‘inaccurate shipper declarations’ is believed to be the root cause of recent casualties and near misses involving cargo liquefaction. These casualties caused the loss of 45 lives in 2010. Questionable shipper declarations are so frequent in some areas it is now common practice for shipowners to employ independent cargo surveyors to test the cargo properties. This in itself has proved challenging, with many reports of surveyors being intimidated, threatened (including with firearms) and subjected to actual bodily-harm. There are now some locations to which surveying companies will not send their surveyors because the risk is too great. Some commercial interests have attempted to exclude the use of third partycargo surveyors through charterparty clauses. This includes restricting the surveying companies that can be used to named local companies -attempting to remove the use of independent surveyors. Some clauses have even explicitly excluded the use of named international firms of consulting scientists and marine survey companies. Reported problems have included:
- Cargoes misdescribed to avoid application of the Code provisions;
- Certificates and declarations not provided;
- Inaccurate moisture content and TML, certificate, resulting in unsafe cargo being presented for shipment;
- Commercial pressure on Masters not to delay shipment and to cam-cargoes without the provision of accurate certificates;
- Restrictive clauses in the contract of carriage (charterparties);
- Difficulties linking certification to a stockpile or the source of cargo;
- Only one certificate provided when there is more than one distinct source of cargo;
- Moisture content certification too old (more than 7 days).
Existing legislation
Having recognised the hazards/dangers associated with the carriage of cargo in bulk, the 1960 International Conference on the Safety of Life at Sea recommended that IMO draw up an international code of safe practice dealing with this type of cargo. The International Maritime Solid Bulk Cargoes (IMSBC) Code (the former/initial BC Code) was specifically developed under the International Convention for the Safety of Life at Sea, 1974 (SOLAS Convention), as amended, to draw attention to the risks associated with dry bulk cargoes and describe the precautions which should be taken. The Code has served shipping well for nearly 50 years, being updated from time to time to ensure it remains current to withstand the test of the time.
Measures to improve safety
Since iron ore fines and nickel ore are not specifically listed in the International Maritime Solid Bulk Cargoes (IMSBC) Code, the DSC Sub-Committee has discussed amendments to the IMSBC Code with a view to categorising both cargoes as Group A (cargoes that may liquefy).
At its 16th session in September 2011, the Sub-Committee took a step forward, agreeing in principle to the draft amendments on general requirements to the IMSBC Code and adding more stringent measures for the competent authority and shippers when loading cargoes that may liquefy. In the September 2012 session, it finalised the following draft amendments for incorporation into the next amendments to the Code (02-13), which enters into force on 1 January 201 5:
- The competent authority shall operate independently from the shipper;
- When the shipper provides ships with a signed certificate regarding the moisture content, this certificate shall be issued by an entity recognised by the Competent Authority of the port of loading;
- Procedures for sampling, testing and controlling moisture content shall be established by the shipper. These procedures shall be approved and their implementation checked by the competent authority of the port of loading.
In addition to these amendments, a number of other measures are being developed to address various aspects of the risks associated with the carriage of such cargoes. These measures are described below. However, the Sub-Committee has been mindful that it should not add any unnecessary burden to competent authorities.
Raising awareness
Given the number of serious casualties involving the carriage of iron ore fines, the Sub-Committee concluded that there is a need to raise awareness on the probable dangers of liquefaction associated with carriage of iron ore fines. In 2010, it issued Circular DSC.l/Circ.63, requesting that extreme care be taken when handling and carrying iron ore fines in bulk. Member Governments were invited to bring this circular to the attention of shippers, terminal operators, shipowners, ship operators, charterers, shipmasters and all other entities concerned. This circular is being revised with a view to improving provisions governing transport of iron ore fines as an interim measure was revised in 2011 and issued as DSC. 1/Circ. 66.
The Sub-Committee invited Member States, IGOs and NGOs to make detailed technical information on incidents or casualties resulting from liquefaction available to the IMO.
Iron ore fines
The Sub-Committee decided not to finalise a draft schedule for iron ore fines this year at DSC 17. It is awaiting the outcome of Australian research, which should be complete before the next session, to be held in September 2013 (DSC 18). The DSC intends to finalise the draft schedule at this session, for incorporation in the 03-15 set of amendments to the IMSBC Code. These are due to be effective from 1 January 2017 – which is a long way ahead. It was therefore agreed that DSC.l/Circ 66 would be replaced by a new circular containing the agreed new measures as soon as the work has been completed. This is expected at DSC 18.
Given the importance of the schedule, the Sub-Committee also established a quicker method of obtaining the approval of the IMO MSC. The MSC will vote on early implementation of the draft schedule for iron ore fines at its next full session following DSC 18, to be held in May 2014.
Nickel ore
Nickel ore transportation is currently conducted under the general provisions for cargoes that may liquefy in sections 7 and 8 of the Code. The DSC agreed to develop a new schedule indicating the specific characteristics of this ore. Taking into account the urgent need for this schedule, it was agreed to include the draft nickel ore schedule in amendment 02-13 of the Code.
The appendix of the draft schedule contained an alternative test procedure. France informed the Sub-Committee that additional studies were necessary to validate this procedure. Further results will be provided at a future session. The Sub-Committee therefore decided to postpone consideration of the provisions concerning the alternative test procedure to DSC 18, for inclusion in the next set of amendments to the Code (03-15).
Early implementation
The amendments (02-13) to the IMSBC Code containing provisions on measures on cargo liquefaction will not enter into force until 1 January 201 5. The Sub-Committee therefore agreed to develop an MSC circular for the early implementation of these amendments.
The Sub-Committee also agreed that the Draft Guidelines for the submission of information and completion of the format for the properties of cargoes not listed in the IMSBC Code and their conditions of carriage according to subsection 1.3.3 of the IMSBC Code should be finalised for MSC approval.
Sampling, testing and certification
The Sub-Committee agreed on the amendments to the provisions of the Code for sampling of stockpiles prior to loading on vessels.
It has also agreed to the draft Guidelines for developing and approving procedures for sampling, testing and controlling the moisture content of solid bulk cargoes that may liquefy, subject to approval by MSC in June 2013.
The Code provision (4.3) on Certificates of Test will be amended. Paragraph 4.3.2 has been modified to require that a certificate of transportable moisture limit (TML) or moisture content shall be issued by an authorised entity. The same provision includes a new paragraph (4.3.3) requiring the shipper to establish procedures for sampling, testing and certificating, and for controlling the moisture content of the cargo. These procedures would be approved and checked by the competent authority of the country of loading, taking into account the guidelines being prepared bv the IMO.
Outstanding issues
There are a number of outstanding issues regarding transport of iron ore fines in bulk which members of the Sub-Committee will address prior to the next session. It will:
- Consider the adequacy of current methods for determining transportable moisture limit (TML) for iron ore fines and consider new and/or amended existing methods to be included in appendix 2 of the IMSBC Code, to be completed by the end of May 2013;
- Consider the evaluated and verified research into iron ore fines -to be completed by the end of May 2013;
- Prepare draft individual schedule(s) for iron ore fines and any required amendments to appendix 2, taking into account the items above, and review the existing iron ore schedule as necessary.
Capacity-building initiatives
In addition to developing international standards, the IMO is keen to assist its member states in developing capacity to implement these standards through its Integrated Technical Cooperation Programme.
Non-governmental organisations
Some of the non-governmental organisations which have consultative status with IMO, including BIMCO, IACS, ICHCA, the International Group of P&I Club, Intercargo and the ICS, have been playing an active role in contributing to these developments. In addition, their role in motivating the ship operators deserves particular mention. For example, several P&I Clubs have issued circulars on the matter, and the Intercargo Guide for the Safe Loading of Nickel Ore is a valuable resource.
Автор: Moin Ahmed
Источник: Seaways. – 2012. – November. – P. 10 – 11.