Following some recent losses bulkcarrier attributed to liquefaction of nickel ore shipped with an excessive moisture content, the Italian classification society RINA has recently introduced stricter design standards for the modification or construction of dry bulk vessels with the aim of make them suitable for the safe transportation of minerals for any moisture content. The company said that following the new standards the ships are able to carry this product even if it were to liquefy and, therefore, before deciding if the load is safe or not to be embarked, the ship should not rely on a test humidity, which turned out to be often unreliable.
"The request for Solid Bulk Cargoes mandatory International Maritime (IMSBC) Code - said the head of the Technical Department of RINA, Paul Salza - has undoubtedly raised the level of ship safety bulkcarrier, through the introduction of requirements construction and operational. But these criteria do not fit properly into how nickel ore and other minerals, which are subject to liquefaction phenomena, can be transported safely. Basically, the IMSBC Code states that the ships can carry these minerals is not exceeded their "Transportable Moisture Limit" (TML). However, this TML is difficult to assess accurately, being significantly influenced, for example, from recent rainfall or other factors. It is therefore much safer design or convert a ship that is capable of withstanding any load carried liquefaction. This is what guarantees our notation. "
According to the IMSBC Code, the loads belonging to Group A are those loads that can liquefy when carried with a moisture content higher than the respective Transportable Moisture Limit.The new notation introduced by RINA IMSBC-A can be assigned to the ships that were built or modified specifically for the transport of loads of Group A with a moisture content higher than their TML. The new notation of RINA is applicable for the transport of a number of loads that can liquefy and the complete list of these loads is expected by the notation.
"The loads for minerals, such as nickel - Salza said - can be transported with any moisture content using ships that are specifically designed or modified in accordance with the criteria of RINA. Thus, for these vessels no longer need to load either the sampling or the execution of specific test to determine the moisture content at the time of embarkation of cargo. To meet the criteria of RINA, in general, the vessels must arrange additional longitudinal bulkheads in some of their holds. The estimated cost to convert a bulkcarrier Supramax is just over two million euros ".
The Italian company has announced it is developing a service for the certification of the moisture content of the loads prior to their embarkation on board ships are not able to demonstrate compliance with the criteria established by RINA notation.
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Following some recent losses bulkcarrier attributed to liquefaction of nickel ore shipped with an excessive moisture content, the Italian classification society RINA has recently introduced stricter design standards for the modification or construction of dry bulk vessels with the aim of make them suitable for the safe transportation of minerals for any moisture content. The company said that following the new standards the ships are able to carry this product even if it were to liquefy and, therefore, before deciding if the load is safe or not to be embarked, the ship should not rely on a test humidity, which turned out to be often unreliable.
- Via Raffaele Paolucci 17r/19r - 16129 Genoa - ITALY
