quality determinants of solid bulk cargoes in marine transport

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66 Scientific Journals 26(98)

Scientific Journals Zeszyty NaukoweMaritime University of Szczecin Akademia Morska w Szczecinie

2011, 26(98) pp. 66 –74 2011, 26(98) s. 66 –74

Quality determinants of solid bulk cargoes in marine transport

Determinanty jakości stałych ładunków masowychw przewozach morskich

Ruta Leśmian-Kordas, Milena Bojanowska

Maritime University of Szczecin, Faculty of Economics and Transport EngineeringInstitute of Transport Engineering, Department of Commodities Science and Quality Management Akademia Morska w Szczecinie, Wydział Inżynieryjno-Ekonomiczny TransportuInstytut Inżynierii Transportu, Zakład Towaroznawstwa i Zarządzania Jakością 70-507 Szczecin, ul. H. Pobożnego 11, e-mail: [email protected]

Key words: solid bulk cargoes/loads, quality determinants, marine transport/shipping, BC/IMSBC Code

AbstractThe paper deals with the most essential trends and types of changes in the last three editions (2001 – 2005 – 2009) of BC/IMSBC Code concerning the shipment of specific group of loads such as solid bulk cargoes.

Since the general trend of changes in the content layout has been proved advantageous due to its standardizedinformation in relation to all types of hazardous cargoes (A, B, C groups), its continuation aimed atfacilitating the use of the Code in shipping operation is justified. Examples of detailed as well as extended

information concerning technological shipping quality determinants of solid bulk cargoes enabling a betterchoice of appropriate technology of marine transport have been presented. The essence of informationrelationships resulting from the knowledge of particular quality determinants with the possibility of their

practical technological application has been pointed out.

Słowa kluczowe: stałe ładunki masowe, determinanty jakości, przewóz morski, Kodeks BC/IMSBC

AbstraktW artykule przedstawiono najważniejsze kierunki i rodzaje zmian w trzech ostatnich wydaniach KodeksuBC/IMSBC (2001 – 2005 – 2009), dotyczącego przewozu morskiego bardzo specyficznej grupy ładunków,

mianowicie stałych ładunków masowych. Stwierdzono, że przy generalnie korzystnym kierunku zmian co doukładu treści, ujednolicającym formę przekazu informacyjnego w odniesieniu do wszystkich ładunków,tj. stwarzających różnorodne zagrożenia (grupy A, B i C), uzasadnione jest ich kontynuowanie, celem uł a-twienia wykorzystania Kodeksu w praktyce transportowej. Podano przykłady uszczegółowień i rozbudowy

informacji w zakresie determinantów jakości technologiczno-transportowej ładunków sypkich przewożonychluzem, pozwalających na zwiększenie stopnia zapewnienia wyboru i zastosowania prawidłowych technologii przewozu morskiego. Wykazano istotę powiązań informacyjnych, wynikających ze znajomości określonychdeterminantów jakości z możliwością ich praktycznego, technologicznego wykorzystania.

Introduction

Over the last three decades the increase ofshipped commodities has been steadily rising byapproximately 3% per year. The growing demandfor marine transport is determined mainly byincrease of world exploitation of raw materials,cultivation of cereal and the relation between tradevolume and fleet size. Directly stimulating, the roleof trade is linked to participation in maritime trans-

port in international turnover, estimated at 80% [1].

In relation to the 70s of the previous century, thequantity of the dry cargo transported annually by

bulk carriers, considered the most significant forworld trade: iron ore, coal, bauxite, phosphates andapatite, grains increased fourfold, reaching the

amount of 1,876 million tons in 2006 [1]. The fleetof bulk carriers in the world increased from 186million DWT recorded in 1980 to 276 millionDWT in 2000. The last decade turned out to be the




Zeszyty Naukowe 26(98) 67

period of the most dynamic growth in tonnage tohandle bulk cargoes by sea, the total capacity of

bulk carriers has risen by a further 209 millionDWT. Currently, the global fleet, specialized inhandling bulk, amounts to 8118 units, a total ton-

nage of 486 million DWT [2].The global backlog of orders for new merchant

ships at the end of 2000 reached 99 million DWT,with the largest share of oil tankers, bulk carriersand container ships [3]. The order portfolio of 2010was dominated by bulk orders (340 units), repre-senting more than 60% of the total number of shipsordered [2], whereas for years the combined fleetof bulk carriers: (OB) oil-bulk carriers and (OBO)ore-bulk-oil carriers has been declining.

With the development of international trade insolid bulk goods by sea, not only their diversity has

increased, but there are also new loads, representinga variety of goods that have been shipped for years,with very different physical and chemical proper-ties. Changing technologies of production of many bulk commodities alter the characteristics essentialfor their safe transport, which is reflected in sus-tained development of transport regulations and

requirements, by specifying, modifying and inte-grating the latest results of theoretical and practicalresearch.

Properties of solid bulk cargoes essential

in the marine transportSolid bulk cargoes increasingly regarded as

a distinct state of matter, with their characteristicsdifferent from other solids and in some respects

similar to fluids, exhibit many features which areimportant in marine transport. These include amongothers:

the capacity of transverse shift of non-cohesive

bulk cargo (plastic flow) to side of the ship dur-ing maritime transport, leading to the loss ofvessel stability;

the susceptibility to consolidation and subsi-

dence during carriage by sea, resulting in in-crease in the free space above the surface of theload and generating the possibility of shifting

even in the case of complete filling of the hold;

different, often less than the vessel stowage

factor (SFS), load stowage factor (SFL), causingthe risk of overloading the vessel's structure by

allowing excessive amounts of heavy cargo;

the susceptibility to liquefy of the wet cargo

associated with the increase in water pressure between the lateral shift of the cargo to side, andresulting in loss of stability;

the possibility of the load chemicals reacting

with other substances contained in the environ-

ment (gas, liquid vapor, dust, solid particleswhich constitute the previous load) or a direct

adverse impact on the environment, which in thecase of goods classified as hazardous, becomea threat to the health and life of the crew as well

as to the property located on the ship and to thecargo itself.

The listed properties are conditioned above all by: chemical composition, water content, degree offragmentation, specific cohesion of the particles,flow rate, mass density, the presence of dust and theform of solid bulk material shaped by additional processing (pellets, granules, blocks, meal, grits, powders, beads, nodules). These characteristics areusually the most important criterion for differentiat-ing the transport requirements in relation to goodsfalling under the common name of Bulk Cargo

Shipping Name – BCSN [4].

IMSBC Code

The need to develop precise rules concerning bulk shipment in marine transport was first pre-

sented in 1960 at the International Conference onSafety of Life at Sea (SOLAS), which resulted inthe development and adoption of the first edition of Code of Safe Practice for Solid Bulk Cargoes – BCCode in 1965 under the auspices of IMCO. So farthere have been a total of 13 improved and revisededitions of the BC Code. The last amendment,

adopted due to the Resolution MSC. 268 (85) from4th December 2008, changed both the name andstatus of the Code, which was replaced by the In-ternational Maritime Code for Solid Bulk Cargoes ( IMSBC Code). In accordance with amendments toChapter VI and VII of the SOLAS Convention,contained in resolution MSC.269 (85), from July2008, the IMSBC Code could be applied as bindingon a voluntary basis, but since January 2011 thedocument has been mandatory. In Poland, aftera series of accidents at sea, the BC Code was intro-duced under the Regulation of the Minister ofForeign Trade and Maritime Economy as bindingas early as in 1974. The final act in the nationallegislation to follow the recommendations and

requirements contained in the BC Code, is the Infrastructure Minister’s Regulation of 31 January

2003 on the safe transport of bulk cargo by sea--going vessels.

The main purpose of the IMSBC Code is to en-

hance safe carriage of solid bulk cargoes by admi-nistering: essential rules of conduct during loadingand unloading, trimming and sorting methods, pro-

cedures in case of emergency situations (fires andspills) and special ones, which reveal the diverse

properties of the cargo, including dangerous ones.





The issues raised in the Code also apply to sam- pling and methodology of determining the most

important, in terms of transport, safety, physicaland physical-chemical features of cargoes, transportof solid waste harmful to humans and the marine

environment, the scope and methods of monitoringthe atmosphere in the holds and the conditionsof the crew entering the ship's enclosed spaces.The Code sets out general procedures for proceed-ings before the formal adoption of the cargo to becomplied with by both the shipper and the Masterof the ship.

Threats on the part of transported cargo weredivided into three groups, corresponding succes-sively to liquefy of the cargo containing moisture(A), chemical hazards posed by group (B) andtransverse shift to side of the ship of dry cargo (C).

Dangerous solid cargo in bulk, with a broad spec-trum of properties, are a group of special cargo,identified with a number of other recommendationsin a variety of IMO documents, including ChapterVII of the SOLAS Convention. In accordance withPart A-1 of Chapter VII of the SOLAS Convention,the “dangerous” bulk cargo shall be: “any material,

other than a liquid or gas, consisting of a combina-tion of particles, granules or other larger pieces ofmaterial, generally uniform in composition, whichis covered by the IMDG Code

1 and is loaded

directly into the cargo spaces of the ship without

any intermediate form of containment, and includessuch materials loaded in a barge on a barge--carrying ship” [5].

Although in the SOLAS Convention the defini-tion of dangerous cargoes does not invoke the con-

cept of MHB (Materials Hazardous Only in Bulk),they are defined in section 9 of the IMSBC Code: Materials possessing chemical hazards.

Changes in the Code of BC / IMSBC inrelation to the risks posed by cargoes

The procedure of updating successive versionsof the BC / IMSBC Code by the initiative of IMO

member states covers the amendment concerning both form and content, within which there can bedistinguished:

1) content rearrangement (the order of chapters, thelayout of content particulars relating to thecargo, and singling out separate additions);

2) addition of new paragraphs and chapters, whichextend the areas covered by the Code;

1

International Maritime Dangerous Goods Code, IMDGCode – concerning the carriage of dangerous goods in

packages.

3) changes in terminology, the refinement of con-cepts and terms used, attachment of explana-

tions;4) refining the criteria for eligibility of goods under

the common name BCSN to different subgroups

of other transport requirements and establishingnew subgroups;

5) refining and extending the information about the properties of cargo and transport requirementsfor invidual loads;

6) changes resulting from attempts to harmonizerules concerning maritime cargo transportwith the provisions for other modes of transport,in particular to standardize the naming of cargoand the corresponding UN numbers.

Examples of updates listed in the above pointsmade over the past ten years, including three subse-

quent editions of the Code (2001, 2005, 2009)[4, 6, 7] are shown in table 1.

They show considerable development and elabo-ration of requirements, especially for cargo posingthreats other than chemical. The tendency is alsovisible to single out subsets of cargo and accuratedetermination of the criteria for membership byidentifying the areas of chemical composition,water content, cargo form and particle size. As sub-stantial change there should be regarded the clarifi-cation of terms relating to compulsory and volun-tary requirements, preventing the misinterpretation

of the rules. Another trend is the attempt to stan-dardize the wording and application of specific patterns such as consistently “this cargo shall not beventilated,” rather than those used in previous edi-tions, the ambiguous “do not ventilate” or “shouldnot be ventilated.”

Changes in the requirements for cargoessusceptible to liquefy (group A)

An example of cargo posing different threats

depending on the water content is ilmenite (tita-nium ore, ranging from yellow to brown, containingabout 45% titanium oxide), which in the latest edi-tion of the Code appears as follows:

ILMENITE CLAY: containing 10 – 20% of wa-

ter, belongs to group (A) of cargoes susceptibleto liquefy;

ILMENITE SAND: not classified as cohesive, but qualified for the risk group C, because of itshigh density, and only when the water contentis within 1 – 2%. When the water content > 2%

it is treated as a cargo susceptible to liquefyand subject to similar transport requirements asilmenite CLAY (group A).





In the latest edition of the Code, the require-ments for carriage of ilmenite clay were signifi-cantly expanded. The requirement to determinethe moisture content in the cargo before takingon-board to ensure that the TML2 is not exceeded,was supplemented by the need to maintain themoisture content of the load at its baseline levelsthroughout the duration of the voyage. The possibility of loading during rainfall was restricted toexceptional circumstances, when the moisture con-tent of the load is low enough not to cause the riskof its growth to a value close to TML. Dischargingduring precipitation was determined as possible onthe condition that the total amount of cargo isunloaded in the port. The requirement to survey the

surface appearance of the cargo during carriage wasadded with indication that in case of the presence of

free water on the surface or the surface condition inthe form of fluid, the captain is obliged to take appropriate measures to prevent the shift of cargo andloss of vessel stability. Undoubtedly, the require-ments became stricter due to incidents of accidents,

including numerous cases of liquefy of the loads ofilmenite. In November 2000, the M/V Maria VG,carrying 2.662 tones of ilmenite in the form of clay,

from the port Tahkoluoto (Finland) to Slite (Swe-den), had a dangerous heel on starboard beam of

2 TML – Transportable Moisture Limit

20 as a result of liquefy of cargo, which containedmoisture in amounts well above the TML set forthis material part (38.9 – 46.5% vs. TML = 22.7%).In a report on the causes of the incident the impor-tant role of reducing external sources of additional

moisture was highlighted. The cargo, before load-ing, was stored for 5 days in the open air, duringwhich heavy rainfall occurred [8].

For a better understanding of the phenomenonof liquefy, only for cargoes of specified degreeof fineness and moisture content, starting from the2005 edition of the BC Code, Chapter 7 presentsan overview of the phenomenon and the reasons

for the importance of interdependence betweenthe degree of fragmentation and the water content

in the process. It was noted that there is a threatof liquefy of the loads in group A also when theyare cohesive and trimmed in accordance withthe recommendations of the Code. There weredistinguished three phases of liquefy:

1) decrease in the volume between the particles, asa result of subsidence, and consolidation ofcargo during movement of the ship;

2) increase in pressure of water contained in thecargo, due to the decreasing volume between the

particles;3) decrease in the coefficient of friction between

particles, due to the increase in water pressure,

resulting in decrease in shear strength.

Table 1. Selected changes in the structure and general content of three consecutive editions of the BC / IMSBC Code [own study]Tabela 1. Wybrane zmiany w układzie i treści ogólnej trzech kolejnych wydań Kodeksu BC/IMSBC [o pracowanie własne]

Change in BC 2005 relative to 2001 BC Change in IMSBC 2009 relative to 2005 BC

Appendices A, B, C, containing a summary table of loads(groups A and C) and individual cards (group B) have been

replaced by individual cards for all goods covered by the Code,

and arranged alphabetically in a single Appendix 1, with indi-cating the risk group.

Appendices 4 – 8 dealing respectively with: the bulk density mea-surement methods, loads with a limited requirement for a fixed

gas fire-extinguishing system, the procedures for entering en-

closed spaces on the ship and the use of pesticides have beentransferred to the Supplement (BLU Manual)1.

Appendices, previously identified with consecutive letters of

the alphabet, have been numbered.A separate chapter – „Definitions‟ has been opted out with itscontents placed in Chapter 1 – „General Provisions‟; a part of the

SOLAS Convention, namely Chapter VI (Part A and B) and VII(Part A-1) have also been cited in this chapter.

Non-cohesive cargo list has been moved into a new Appendix 3(Properties of solid bulk cargoes).

New Appendices on: (1) list of solid bulk cargo, for which

there is no requirement for a fixed gas fire-extinguishing sys-tem (typically CO2) or for which the fire fighting system willnot be effective and (2) recommendations on the safe use of pesticides in ships have been placed.

There has been placed a new chapter (Chapter 11), relating tohazards resulting from terrorist actions, which may be aggravated by the direct use of the transported bulk cargo of dangerous prop-erties, or as a result of the impact of weapons on the cargo.

Examples of such loads are: ammonium nitrate UN 1942 (Class5.1) and ammonium nitrate fertilizers containing UN 2067.

A new Chapter 12 has been introduced - expressing in tabular

form specified in the Code references to the other requirementsof the IMO (SOLAS, IMDG Code, FSS Code1 and others).

Due to the obligatory nature of the Code, the significance of thefollowing words in the text of the Code has been specified as:

Shall – mandatory

Should – recommendatory,

May – optional.

The terms static angle of repose and dynamic natural angle of

repose have been replaced by angle of repose, indicating in thedefinition that it refers to non-cohesive cargoes.





According to the BC / IMSBC Code [4, 5],liquefy refers neither to loads of very small parti-

cles (dust) as strong cohesion between such parti-cles prevents them from moving and therebyincrease the water pressure, nor cargo in the form

of larger particles, between which water moveswithout an increase in pressure.

Changes in the requirements for cargoespossessing chemical hazards (group B)

One of the factors to ensure the safe carriageof goods that can be dangerous for their chemicalhazards is the correct classification of transported

cargoes. The use of cargo divisions with a common

name but different carriage conditions is due totheir different characteristics:

chemical (e.g., content of hazardous componentand organic pollutants in nitrogen fertilizers based on ammonium nitrate);

physical (e.g., the degree of fragmentation, or itsform as in the case of sulphur);

set of physical, chemical and physical-chemical

properties, due to different production techno-logies (e.g., water and fat content depending onthe de-oiling process and to a certain degree on plants species the oil-cake is obtained from, par-ticle size and methods of preparation in the case

of directly reduced iron).

Table 2. Selected changes in the detailed content of the cargoes contained in three consecutive editions of the BC/IMSBC Code[own study]

Tabela 2. Wybrane zmiany w treści szczegółowej dotyczącej ładunków, zawartej w trzech kolejnych wydaniach KodeksuBC/IMSBC [opracowanie własne]

Change in BC 2005 relative to 2001 BC Change in IMSBC 2009 relative to 2005 BC

For all loads the range of basic information on: the par-ticle size, form (granules, beads, lumps, powders, etc.) and

bulk density has been expanded and standardized.

In case the specified feature is not translated into safety(e.g. particle size, angle of repose) or does not apply – thesingle phrase “not applicable” has been adopted.

Previously, these properties were given selectively orgenerally for a large group of similar cargoes.

Verbal description of the properties (water content, total fat content) ofcargoes under the common name SEED CAKE has been supplementedwith a graphic representation of these characteristics and their scope inorder to avoid erroneous interpretation and correct classification of the

cargo to a group of UN 1386 (a) or UN 1386 (b).

A number of detailed features have been described due to

defining ranges of values for specific cargoes, whichallowed separate cards for each of them.

For example, given in the 2001 edition of the stowagefactor (SF) based on all ores and concentrates was 0.33 –

0.57 m3/t. In the 2005 edition, its value was specified for

each of the loads from the group.

Both ilmenite SAND and ilmenite CLAY are very heavy

loads, but their range of stowage factors is completely

different and is suitably SF = 0.31 – 0.42 m3/t (Sand) andSF = 0.4 – 0.5 m3/t (Clay).

Water content range for a load of ilmenite SAND has been supple-

mented with > 2%, qualifying it as a hazard of liquefy, that is, belong-ing to group A.

In the previous classification, the extent of ilmenite SAND includes

the water content of 1 – 2% (group C), while ilmenite CLAY 10 – 20%(group A).

Currently, ilmenite SAND may belong to a risk group C or A.

Other relevant information and a set of additional proper-ties for multiple loads have been added. For example, with

respect to ilmenite CLAY its water content was deter-

mined, the ability to pollination, non-flammability andhigh density indicated.

In addition to loads of sulphur SULPHUR UN 1350 (Class 4.1, Group

B), a new tab for sulphur SULPHUR (former, solid) was created and

classified into risk group C.

There have been created separate cards for loads of ilme-nite SAND and ilmenite CLAY, taking into account otherhazards (C or A), due to their different content of water.

In addition to the existing DRI cargo cards: DIRECT REDUCEDIRON (Briquettes, hot-moulded) and DIRECT REDUCED IRON(lumps, pellets, cold-moulded briquettes), there has been created a new,card for DRI (By-product Fines).

The creation of individual cards for all cargoes (also from

groups A and C), has increased the amount of informationconcerning the individual loads, and thus the details of thetransport requirements, particularly in relation to goods of

non-hazardous chemical (B).

For example, for ilmenite CLAY there have been devel-

oped requirements for safety precautions when loading inconjunction with very low SF.

Transport requirements for cement have been extended by more de-tailed information about the trimming of the cargo, and attention has

been drawn to its characteristics (form of fluid, a variable angle ofrepose, subsidence, dusting), especially important if the ship is not

designed for transporting cement.

Requirements for the cargo of ILMENITE CLAY concerning precau-tions when loading at the time of rainfall have been extended, and the

scope of the compulsory care of cargo during transport in order to avoidliquefy of the load has been increased.





Oil cake and meal, which are residues of me-chanically expelling or extracting oil seeds, belong

to a group of self-heating loads (Class 4.2, GroupB), at the specified water content and residual fat.These properties, in addition to production techno-

logy, are essential to distinguish four subgroups ofcargo, including three dangerous ones (UN 1386,UN 1386 b, UN 2217) and a non-hazardous one.Within the subgroup classified as hazardous, thereare also exemptions from the sharpened transportrequirements for specific commodities (plant spe-cies) as well as load form. A seemingly insignifi-cant change in the descriptions of the cargo SEEDCAKE UN 1386 (a) and SEED CAKE UN 1386(b), definitely facilitates the correct classification ofloads into one of these groups. The record repeatedin subsequent editions of the Code, for UN 1386

(b), reads as follows: “ solvent extractions and ex- pelled seeds, containing NOT MORE than 10% ofoil AND, when the amount of moisture is 10%higher than, not more than 20% of oil and moisturecombined ”, could be interpreted in two ways. Theload containing: Oil (O) < 10%, Moisture (M)< 10%, O + M < 20%, could be excluded from the

requirements for UN 1386 (b) and regarded as safefor an equivalent reading of a total of three condi-tions (due to M < 10%) or as subject to the criteria,if the overriding adopted criterion was only the fatcontent (about < 10%).

In case of the second possible interpretation, allthe cake with a fat content below 10% was attribut-able to a group of UN 1386 (b), except those con-taining M > 10% and M + O > 20%, which putthem in a group of UN 1386 (a) [9]. Currently, the

graphic treatment of these interdependencies, supplemented by a precise verbal description, providesa unique solution of the problem presented.

Especially noteworthy are changes on the sulphur contained in the successive editions of the

Code as SULPHUR UN 1350, lumps or coarse--grained powder, classified as Class 4.1, Group B.

Sulphur ignites easily, releasing toxic, very irritat-ing and choking sulphur dioxide. Sulphur bulkcargo is also susceptible to dust explosion, whichmay occur, especially during loading and unload-ing, and when cleaning the hold. Changes in theclassification of sulphur and its placements in therisk group B or C, depending on its form, resultfrom the harmonization of the Code IMSBC withthe IMDG Code, where solid sulphur formed inspecific shapes is excluded from the requirementsof Class 4.1, by the Special Provision 242 [10].The 2005 edition of the BC Code also containsdifferent sizes of particles of sulphur in lumps orcoarse powder, in addition, dividing them into

flakes (up to 10 mm) and pellets and lumps (up to5 mm), while according to the IMDG Code (2008),

the sulphur formed into specific shapes such asnodules, granules, pellets, pastilles or flakes, is notconsidered as dangerous cargo. The effect of uni-

form definitions of cargo under the same nameBCSN and UN number on the card is the removalfor individual sulphur UN 1350 in the new editionof the IMSBC Code of the information about thedimensions and highlighting its heterogeneousshape and dimensions by adding the word“crushed” (crushed lump and coarse-grained).Separation of sulphur in the moulded form anddeclaring it as chemically safe cargo is the result ofover 15-year successful experience in transport bysea as well as many independent laboratory tests,excluding its placement to Class 4.1, group B.

An example of distinguishing a new variation ofcargo is directly reduced iron in the smallest form(Direct Reduced Iron, By-product Fines), which isa by-product formed during the production of iron pellets fused hot (DRI A Briquettes, hot-moulded)or cold-formed lumps, briquettes and pellets(DRI B Lumps, pellets, cold-moulded briquettes)

included in previous editions of the BC Code.Discussion on the introduction of this variety to theIMSBC Code was launched due to a series of acci-dents involving the cargo, described in variousdocuments by Venezuela and France [11]. In No-

vember 2004, Ythan bulk carrier, carrying cargo ofDRI Fines from Venezuela to China, experienceda series of catastrophic explosions in four of thefive holds, which resulted in six casualties of thecrew members and the ship sank 45 minutes after

the event [12]. A new variant of the cargo, com-monly and similarly hazardous as the DRI (A) andDRI (B) in respect of: the possibility of self-heatingand the emission of hydrogen in dangerousamounts, above the Lower Explosion Limit (4% in

a mixture with air), was differentiated by the parti-cle size so that experience in the transport of the

first two varieties proved inadequate. Therefore,countries with experience in shipping a new varietyof directly reduced iron, which is the finest form ofthis cargo, were asked to provide any informationabout: properties, grain composition and bulk den-sity, emerging hazards during transport, the type ofships on which the cargo is transported, the use ofinert gas, type of ventilation, equipment for moni-toring the cargo during transport and the tempera-ture and moisture content during transport. Theresult of international work and consultation is anindividual card for a cargo being recognized asa DIRECT REDUCED IRON (C) (By-productFines) in IMSBC 2009, showing in detail the risks,





requirements, including conditions during loading,transport requirements and the precautions that

should be taken before the adoption of the cargo on board. The cargo was included in class MHB,group B, because of the threat of self-heating, igni-

tion and explosion during transport. It was pointedout that the sources of these threats are chemicalreactions with oxygen and water (fresh or sea) andeven water vapour in the air, which lead to therelease of hydrogen and generate heat. Despite thegreat similarity of other characteristics and re-quirements for the transport of DRI (A), DRI (B)and DRI (C), dimensions and particle size (fromDRI in the form of briquettes – A to fine grained,with an average particle size of 6.35 mm – C) de-termine the conditions for admission to the ship because of the conditioning period required before:

0 days (DRI A), 3 days (DRI B), 30 days (DRI C).Moreover, because of the known relationship be-tween water content and degree of fragmentation ofthe cargo, and the rate of chemical reactions posinga risk of explosion, DRI (C), as well as DRI (B),may be transported only in an atmosphere of inertgas, a maximum oxygen content in air 5% by

volume, at continuously maintained water contentof less than 0.3% of the cargo at all stages of transport, including loading. In addition, each time be-fore loading there should be checked the water- proofness of the hatches, and a sea journey can be

started only after ensuring that the holds are tightand inert, the temperature of the cargo is stable andthe hydrogen concentration in the holds does notexceed 0.2% by volume. During transport, a per-manent, documented monitoring of the cargo tem-

perature, water content, concentration of hydrogenand oxygen in the cargo spaces is required. Recordsof monitoring must be kept in the ship's records for2 years.

Part of the cargo, under the common name, is

not a hazardous cargo, if it meets certain criteria toexclude and ease the transport requirements. Exam-

ples are nitrogen-based fertilizers containing am-monium nitrate (AMMONIUM NITRATE BASEDFertilizers Non-Hazardous). Nitrogen fertilizerscontaining ammonium nitrate may exhibit explo-sive properties, especially in the case of the contentof combustible organic pollutants such as oil. At thecontent of this type of contamination above 0.4%,ammonium nitrate is counted among one of theexplosives. Also, mixtures of ammonium nitrate,though unclassified as explosives, may explodeduring incineration. Fertilizers, which are mixturescontaining at least 45% of ammonium nitrate, ex-hibit oxidizing properties, if also composed of am-monium sulphate, and their total amount exceeds

70% (UN 2067, Class 5.1, Group B). In addition,fertilizers containing ammonium nitrate may be

prone to spontaneous decomposition (UN 2071,Class 9, Group B). Currently, according to IMSBC2009, fertilizers containing ammonium nitrate in

quantities not exceeding the limits set for UN 2067and UN 2071 are not included in the dangerous butonly in the risk group C, because of the low value

of the angle of repose 27 – 42. The United States,during the 11th session of the Subcommittee on thecarriage of dangerous goods, solid cargoes andcontainers of IMO (document DSC 11/4/7) pro-

posed that the cargo should be reclassified as MHB.This type of amendment, however, was not in-cluded in the new edition of the Code. A similar proposal was sent in relation to chromite ore, whichis a cargo belonging now to group C, which poses

a threat mainly due to high density, but generatestoxic dust, and also in respect to the cargo of tapi-oca obtained from cassava – forming a dry mixture

of powder and granules, with an angle of repose

32 C (group C), but also easily reacting with oxy-

gen, which can lead to cargo heat and reduction ofthe amount of oxygen in the cargo hold. Lack ofany conclusive basis for verification of an existinglist of goods of MHB-class and unified criteria forassigning cargoes to the IMO class limits the intro-

duction of these changes, since there are no ex- perimental data or actual threats observed in prac-

tice.

Changes in the requirements for cargoes(group C) which are neither liable to liquefy(group A) nor possess chemical hazards(group B)

The threats assigning cargo to group C areusually associated with dry cargoes ranked among

non-cohesive ones, characterized by low values ofthe angle of repose, that readily shift due to slidingduring transport. Different angles of repose for

individual cargoes, which are within three ranges:

up to 30, 30 – 35 and above 35, determine dif-ferent rules of trimming and allow the classificationof cargo to be high, medium or low susceptible toreadily shift due to sliding during transport. GroupC covers also cargoes of high specific gravity,which include mainly concentrated ore, causing

a risk of exceeding the permissible loads andstresses of the hull, up to its deformation, crackingthe shell, and in extremely difficult weather condi-

tions, even breaking the ship in waves. Recentchanges in the requirements to reduce such risksinclude mainly the extension of specific require-

ments on the conditions under which the loading isrun and how a particular shipment is trimmed.





CEMENT, one of group C loads, is character-ized by low values of the angle of repose in the

aerated state. During the deposition of cementwhile loading which is almost immediately fol-lowed by deaeration, the load changes its character-

istics, becoming relatively stable, cohesive granularmaterial with no fixed range of values of the angleof repose. In the new edition of the Code specialattention was paid to a very low angle of repose ofcement in the form of fluid, actually containingmore than 12% of the air occurring during loading,until the total consolidation. Although cement is notclassified as non-cohesive group of cargo, with afixed range of angle of repose, and, in respect ofwhich there are additional requirements for thetrim, detailed information appears in the IMSBCCode on how to align the cargo area. Cement must

be trimmed to a level so that the angle between thesurface of the cargo and the horizontal plane does

not exceed 25. An important change in relation tomultiple loads of Group C is supplementing the basic information about their ability to pollination,including an indication of the essential characteris-tics of these particles, mainly flammability, toxicityand harmfulness. Requirements for the precaution-ary measures in reference to the crew clothing,goggles and masks with filters, are often includedas mandatory.

With regard to terminology, the concepts of

cone angle (called static angle of repose) and theangle of repose (angle of repose, kinetic angle ofrepose), as in the Code of 2001 closely reflectingthe methodology for their determination, have beenreplaced by a single term “angle of repose” andsingle definition not referring to any of the labora-tory methods. According to the IMSBC Code (aswell as the BC Code of 2005): Angle of reposemeans the maximum slope angle of non-cohesive(i.e. free-flowing) granular material. It is measuredas the angle between a horizontal plane and thecone slope of such material ”.

Conclusions

1. The Code for the shipment of solid bulk cargois constantly enriched with new information andmore detailed determinants of the quality of thesegoods.

2. The introduction of these changes in the Code

in relation to all groups of goods presenting a transport hazard (may liquefy, possess chemical hazard,readily shift to the side of the ship, the deformationof the hull) provide a significant impact on the

selection and use of proper, safe techniques andtransport technologies.

3. Ensuring the safety and unchanged quality ofgoods favours the introduction of the Code of con-

duct based on individual cards for all cargoes(Groups A, B and C), containing the following: – characteristics of the determinants of quality (in the

form of table headers) – arising from the character-istics transport recommendations, including thesequence of provided information about the follow-ing areas: Hazard – Stowage & Segregation – Holdcleanliness – Weather precautions – Loading – Precautions – Ventilation – Carriage – Discharge – Clean-up.

4. Adoption of the alphabetical arrangement (inreference to the technical names) of individualcards of cargo to some extent makes it difficult toquickly find the necessary information in emer-gency situations. It seems that a further stage in the

development of the Code should be an alphabeti-cally arranged assortment of cargo according to thetype of risks, with the information on possible si-multaneous risks enclosed in the table header ofindividual cards.

5. With regard to the determinants of the qualityof transport – technology of solid bulk cargo, the

changes made in recent editions of the Code relatedto: the introduction of a new definition of the angleof repose, clarification of the particle size and thevarious forms of structural loads, that are in directrelation with the degree of shipment risks, dividing

the loads of the same kind according to differenttypes due to the water and stowage factor, resultingin classifying risks for different groups (A, B or C),additions to the clarification of the requirements forwater content, determining the dusty, consolidating,

and cohesive properties and graphic representationof some of the more complex interactions betweenthe susceptibility to self-heating and the chemicalcomposition of cargo.

6. The selection of the examples of precise

specification of the data relating to the variouscharacteristics of loads is a proof of recognition for

the significance of detailed clarification and takinginto account the determinants of quality in the processes of cargo transport, especially as specificas solid bulk, which is based on long experienceand its appreciation in practical use.

References

1. International Shipping and World Trade, Facts and Figures,October 2009, Maritime Knowledge Centre, IMO 2009.

2. ISL Shipping Statistics and Market Review, 2010, vol. 54,

No 8.3. Rocznik Statystyczny Gospodarki Morskiej 2001, Instytut

Morski, Gdańsk 2001.4. International Maritime Solid Bulk Cargoes Code, 2009

Edition and Supplement, IMO, London 2009.





5. Międzynarodowa Konwencja o bezpieczeństwie życia namorzu, 1974 SOLAS, Tekst jednolity, PRS Gdańsk 2006.

6. Code of Safe Practice for Solid Bulk Cargoes 2004, 2005

Edition, IMO, London 2005.7. Code of Safe Practice for Solid Bulk Cargoes, 2001 Edition

with MSC/Circ. 908, IMO, London 2001.8. Investigation report B 4/2000 M, Mv. Maria VG, incident

at Sea of Bothnia off Pori, November 7, 2000. Edita PrimaOy, Helsinki 2002.

9. Review of the BC Code, including evaluation of propertiesof solid bulk cargoes. Clarification on classification of seed

cake. Submitted by BIMCO, DSC/9/10, IMO 2004.10. Review of the BC Code, including evaluation of properties

of solid bulk cargoes. Classification of formed solid sulphur. Submitted by Germany and Canada. DSC/12/4/16,IMO, 2007.

11. Sprawozdanie z 11 sesji Podkomitetu ds. przewozu towa-rów niebezpiecznych, ładunków stałych i kontenerów(DSC) IMO Delegacji Polskiej, 02.01.2007.

12. Review of the BC Code, including evaluation of propertiesof solid bulk cargoes. Information needed for the definition

of DRI Fines, other than DRI (A) briquettes, hot moulded.Submitted by the Republic of Marshall Islands, Malta, and

INTERCARGO, DSC 12/4/14, IMO, 2007.

Recenzent: prof. dr hab. Hieronim Kubera

Uniwersytet Ekonomiczny w Poznaniu

quality determinants of solid bulk cargoes in marine transport

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