One leading classification society has backed other bulk shipping stakeholders by taking action to increase awareness of the harrowing consequences of loading nickel ore incorrectly. In the last quarter of 2010 three bulk carriers — the Jian Fu Star, Nasco Diamond and Hong Fei — all suffered major casualties. Each of the vessels was Chinese-operated and manned and had loaded nickel ore at ports in Indonesia before sailing for China. After losing stability because of liquefaction of their cargo, all three capsized and then sank resulting in 44 seafarers losing their lives.
As previously reported in DCI, Intercargo and others have been extremely vocal on the dangers of loading cargos which may liquefy — iron ore fines is another cargo which has caused numerous casualties of various severity after liquefying. Intercargo claims that ship masters are not always receiving the correct information from cargo parties about the properties and characteristics of cargoes in line with SOLAS (Safety of Life At Sea) requirements. Criticisms levelled at shippers include the use of cargo trade names instead of the official Bulk Cargo Shipping Name (NCSN), the failure to identify the cargo as prone to liquefaction, and not providing reliable data on moisture content.
In June the UK P&I Club also entered the fray. Citing the three Indonesia-linked casualties related to nickel ore carriage, the Club said on each occasion the cargoes had been declared under the International Maritime Safety Bulk Cargo Code (IMSBC) as a Group ‘C’ cargo — that is, one which is neither liable to liquefy nor possesses chemical hazards — rather than as a Group ‘A’ cargo which is liable to liquefaction.
“It is widely accepted that the cause of each accident was that the cargoes had in fact liquefied and caused a loss of stability resulting in total loss,” said the Club.“Quite clearly these cargoes were Group ‘A’ cargoes.
“Group ‘A’ consists of cargoes which may liquefy if shipped at a moisture content in excess of their transportable moisture limit.
“In order that all parties can make the correct decisions in regard to how best to handle, load and ship these cargoes it is imperative that correct, accurate and relevant information is supplied by the shipper. If information is not forthcoming or there is doubt as to the validity of the information supplied the Master and/or vessel owner should voice concerns and request further testing.”
“It must be remembered that the requirement to supply the vessel with accurate information is a requirement of the ISMBC Code and therefore a requirement of SOLAS.”
Now Japan-based ClassNK has taken action on behalf of classification societies to help improve bulk carrier safety. The society’s Guidelines for the Safe Carriage of Nickel Ore is designed to serve as a safety reference document offering assistance to owners and shippers on how best to manage the carriage of nickel ore. The 158-page document details transportation procedures under the IMSBC Code and precautions that should be taken when shipping nickel ore. These include detailed recommendations for managing the entire process from assignment of the ship, through pre-loading, loading and during the voyage itself.
ClassNK has much to gain from the more stringent application of regulations for bulk carriers. Its classed-fleet of bulk carriers totalled some 2,333 vessels at the end of 2010 representing some 31% of the global bulker fleet. Joint second were Lloyd’s Register (LR) and Bureau Veritas (BV) with 11% of the market, followed by ABS with 10%. Bulk carriers made up some 37% of ClassNK’s overall classed-fleet of 7,450 ships at the end of April this year.
Guidelines describes some of the properties of nickel ore which make it such a potentially dangerous cargo. The cargo is often loaded with mud giving it clay-like properties which, when loaded in forward cargo holds, renders it likely to be affected by pitching during ship motion which makes it more susceptible to liquefaction. ClassNK also states that liquefaction can occur in the middle and aft cargo holds because the cargo is often inconsistent, while rainfall during loading can also increase the risk of liquefaction by adding to the cargo’s inconsistency.
“Compared to other cargoes which may liquefy, nickel ore has low permeability,” explains Guidelines. “Therefore, when layers of nickel ore that include considerable moisture are formed in the cargo hold, the moisture content of the cargoes will become inconsistent...and it is extremely difficult to draw the moisture into bilge pipes.”
New Caledonia, Philippines and Indonesia are the main
loading countries for nickel ore. Mine sites – and sometimes testing stations – are frequently located a long distances from the load port making it difficult to obtain cargo samples. ClassNK said some masters and ship owners had also been pressured when loading to accept the results of moisture tests conducted at mines which were no longer accurate. In some circumstances it has been reported that nickel ore has been incorrectly loaded as nickel concentrate or has been exposed to excessive moisture while being stored pre-loading, or after being tested at the mine before being barged to port.
The society warns that the IMSBC Code insists that the measurement of moisture content should only happen within seven days before loading.
“Nickel ore cargo with moisture content in excess of the transportable moisture limit
should not be loaded on the ship,” concludes Guidelines.
“On the other hand, even when the moisture content measured for the loaded cargo is less than the transportable moisture limit, the hazard of liquefaction exists because of error in measurement of the moisture content and transportable moisture limit, or because of the environment
during the course of the voyage.
Polish Register of Shipping in IACS
As of 3 June 2011, the Polish Register of Shipping (PRS) has been accepted by the IACS Council as a member of the International Association of Classification Societies (IACS). PRS is very pleased to make a comeback to the IACS, and it coincides with the society’s 75th anniversary.
With the new, clear, qualitative membership criteria developed and introduced by IACS in 2009, PRS’s membership became realistic. The process of verifying PRS against the new membership criteria involved a thorough examination of PRS’s capabilities, activities, organizational structure and quality management system.
Classification societies within IACS employ technical experts in the field of safety assurance and have supervised a huge fleet for decades — some societies for more than a century. These assets, i.e. pooled experts and accumulated experience, are a great value in themselves, and offer enormous potential for the continuous improvement of safety. Undertakings and accomplishments achieved by IACS members have a very real affect on safety at sea. IACS
membership is therefore of great importance for classification organizations.
The period outside IACS was not lost time for PRS. Company re-engineering, focus on quality performance, rule development based on scientific research as well as shipowners’ support stimulated further development and substantiation of PRS’s class identity. As an IACS outsider, PRS was able to see safety issues from a different perspective.
PRS’s re-accession to IACS coincides with IMO (International Maritime Organization) development of a new regime for safety standards that assigns a new role to classification societies. Through these rules, societies will have to ensure that ships meet the IMO standards defining the required safety level at sea. The new role will require a risk-based approach to the development of the rules. This is a challenge that class societies must face. IACS, as a forum for the co-operation of classification societies, will find PRS a ready partner to work and share in this important period for safety assurance at sea.
Bureau Veritas classed fleets tops 80 million gt
The Bureau Veritas classed fleet has grown strongly during 2011 and in June passed 80 m gt. Today 9,663 sea-going vessels and 1,853 inland navigation ships are classed by Bureau Veritas. The growth has been led by the delivery of 320 new vessels and the transfer in of 198 vessels in service since the beginning of the year. Today the fleet is well balanced in tonnage with 37% bulk carriers, 20% tankers, 8% gas carriers, 5% passenger vessels, 14% containerships and 16% specialized and offshore vessels.
Significant new additions to the BV class fleet in the last month include two Capesize bulk carriers built in China for Greek shipowner Centrofin Management Inc and for American shipowner Foremost Group and two 75,200dwt bulk carriers Good Luck and Good Wish built in China for the Chinese
shipowner Pacific Wealth Shipping Co. Ltd. These vessels joined the BV class fleet on the day it passed
the 80m gt mark. On the same day Greek shipmanager Quintana Ship Management transferred the 82,200dwt bulk carrier Q Jake, delivered in March 2011, to BV class.
Bureau Veritas is a leading international service provider, dedicated to quality assurance, environmental, health, and safety, (QEHS) management services across a wide range of economic activities, including marine, industry and facilities, government services, and consumer products. By far the largest classification and certification society in the world, Bureau Veritas has over 48,000 employees and 900 offices in over 140 countries throughout the world.
Indian Registry appointed as Recognized Organization by Liberia
The Liberian Registry has accorded the status of Recognized Organization to the classification society IRS (Indian Register of Shipping), to act on behalf of vessels operating under the flag of Liberia.
Captain J C Anand, Chairman of IRS, says, “This recognition is a matter of great significance and prestige to IRS, coming as it does from one of the world’s leading flag states, which has an enviable reputation for quality and service and an outstanding safety record. The Liberian Registry and IRS look forward to working together so that IRS can discharge its delegated authority, in accordance with the registry’s established high standards.”
Scott Bergeron, COO of the Liberian International Ship & Corporate Registry (LISCR), the US-based managers of the Liberian Registry, says, “The Liberian Registry adopts a proactive approach to the service which it provides to the record numbers of ships which fly the Liberian flag. This involves using our own highly trained staff to carry out audits, inspections and certification and, where appropriate, delegating authority for those activities to Recognized Organizations which we know and
trust. Subsequent to IRS’s admission to IACS as a full member, we conducted our own audit of IRS’s systems and procedures and are satisfied with their competence and capability to provide statutory services in accordance with Liberia’s robust standards.
“India is a global economic power which generates increasing demand for shipping. It is a very important market. As we increase our market share in India, we have great confidence in IRS’s ability to work alongside us to help maintain the quality of our fleet to the highest standards and beyond.”
The Indian Register of Shipping is an internationally recognized ship classification society founded in India in 1975. It provides third-party technical inspection and certification services for all types of ships, marine craft and structures. In 2010 it was recognized as a full member of the International Association of Classification Societies (IACS). The Liberian Registry is one of the world’s largest and most active shipping registers, with a long-established track record of combining the highest standards for vessels and crews with the highest standards of responsive service to owners. It has recently surpassed all-time tonnage records.
Terminals use RightShip terminal questionnaires to increase safety and efficiency
RightShip’s vetting tools, especially its online risk evaluation system, are used hundreds of times each week by organizations across the maritime industry to make better-informed vessel selection decisions.
In a critical development, these sophisticated but easy-to-use tools are being used increasingly by terminals and their associated marketing teams to improve efficiency and reduce the risk of delays.
In partnership with one of its major dry bulk customers, RightShip pioneered the use of an online terminal vetting questionnaire at two major Western Australian terminals in 2008. Since then the process has been used successfully for over 1,300 vessels. Over the next few months, the questionnaires will be introduced in a number of other Australian terminals.
RightShip CEO Warwick Norman says it’s a natural evolution for the industry and for RightShip’s service. “We have made it easier to conduct reliable vetting for vessels, and it makes sense to help terminals operate their own parallel process to make sure vessels meet their standards and requirements, especially given publicly-stated expansion and throughput objectives.
“The terminal questionnaire complements our existing vetting process and increases transparency between terminals, marketing staff and vessels, which is a key to managing risk more effectively.”
He explains that the terminal questionnaire process is administered by the terminal and, once set up, operates independently of RightShip and its vetting review processes and of the vessel’s eligibility for approval for third parties. The terminal questionnaire process runs parallel to a
RightShip vetting review, and the request will sit as “pending action being taken” in RightShip’s online ship vetting information system, or SVISTM, until both processes have been completed. (This process is also feasible in the tanker/gas terminal markets and integrates with both Q88 and Optimoor.)
“The nice part about the questionnaire process is that it integrates fully with existing systems and processes. It communicates transparent standards that meet each terminal’s specific suitability criteria to ensure the best match between terminal and vessels”, Norman says.
The key elements of the terminal questionnaire process are: y the customer (terminal and marketing) sets up the questionnaire with RightShip support, establishing the terminal’s specific vessel criteria and standards (for example, whether the vessel can berth without the use of wire ropes);
y the terminal requests a current questionnaire from nominated vessels not already holding a valid questionnaire, sending the owner/manager/agent an email and hyperlink to the online questionnaire; y the vessel’s master or nominated agent completes the questionnaire online by following a dedicated hyperlink — many fields are pre-populated with data from RightShip’s comprehensive database to save time, and the questionnaire will only be accepted when all fields have been filled; y when the questionnaire is completed, the system screens the responses against the terminal’s criteria and takes an acceptability snapshot of the vessel; y if the answers meet all criteria, the vessel is automatically accepted without the need for a specific approval process and the questionnaire is validated and filed away, to stay valid for 24 months; y if there’s a departure, that triggers a manual review, which might result in the terminal planning ahead to address risks (for example, if the ship is unable to facilitate helicopter pilot transfers in accordance with Marine Orders Part 57 and the ICS Guide to Helicopter/Ship Operations, the terminal can make sure alternatives such as pilot boat transfers are arranged well in advance, not when the vessel is sitting at the top of the shipping channel); y any manual review is then housed in the customer’s system as part of an ISO9001 and ISO27001 audit trail — if the terminal is satisfied with the result, the questionnaire is amended and filed as valid, but, if not, the terminal can resend the questionnaire back to the owner/manager for further review; y at any time, users from the terminal/marketing group can click in RightShip’s SVISTM on an individual vessel and review if there is any information needed to finalize the vetting and whether it is related to the vet or the questionnaire; and
y the terminal can also override the acceptability of a particular questionnaire at any time based on new information, such as erroneous disclosure or poor performance, which would mean the vessel must submit a new questionnaire next time it is nominated.
“For each vessel, our process saves them completing a separate questionnaire for each nomination, speeds up nomination acceptance and provides a clear, consistent position from the terminal and marketing group about performance and safety standards,” Norman says.
“And for each terminal, it helps raise safety and vessel standards, systemizes compliance, means vessels which are likely to be problematic are identified and addressed earlier, helps target resources where they are needed in advance, improves feedback between the terminal and marketing and provides data, and data mining tools, for planning purposes.
“Like all the tools we offer, this terminal questionnaire is designed to lift efficiency and safety by making decision-making more transparent and informed,” he concludes. “Our customers have asked us to help streamline the selection process, and the terminal questionnaire goes some way towards delivering on this commitment without compromising on safety or standards.
“It’s proven effective in more than 1,300 processes so far and we look forward to rolling it out more widely in major bulk terminals.”