LP Briefing - Cargo Liquefaction

LOSS PREVENTION
March 2010
BRIEFING
Loss prevention briefing for North of England Members CARGO
Cargo Liquefaction
Contents
Introduction ...................................................................................................................................................... 2
What is Liquefaction? ..................................................................................................................................... 2
Consequences of Liquefaction ...................................................................................................................... 2
SOLAS Requirements ..................................................................................................................................... 2
Liquefaction and the IMSBC Code ................................................................................................................. 3
Advice to Owners and Masters on Loading .................................................................................................. 5
Cargo Liquefying Whilst at Sea...................................................................................................................... 7
Protect Your Interests ..................................................................................................................................... 8
Exemplar Shipper’s Cargo Declaration ......................................................................................................... 9
Disclaimer
The purpose of this publication is to provide a source of information which is additional to that available to the maritime industry from
regulatory, advisory, and consultative organisations. Whilst care is taken to ensure the accuracy of any information made available no
warranty of accuracy is given and users of that information are to be responsible for satisfying themselves that the information is
relevant and suitable for the purposes to which it is applied. In no circumstances whatsoever shall the Association be liable to any
person whatsoever for any loss or damage whensoever or howsoever arising out of or in connection with the supply (including negligent
supply) or use of information.
Unless the contrary is indicated, all articles are written with reference to English Law. However it should be noted that the content of this
publication does not constitute legal advice and should not be construed as such. Members should contact the Association for specific
advice on particular matters.
1
North of England P&I Association, The Quayside, Newcastle upon Tyne, NE1 3DU, UK
Tel: +44 191 232 5221 Fax: +44 191 261 0540 Email: [email protected] Website: www.nepia.com
Copyright © North of England P&I Association 2010

Cargo Liquefaction
Introduction
The problems associated with cargo liquefying whilst onboard vessels are nothing new. However, there have
been a number of very serious incidents over recent years where vessels have experienced liquefaction
leading to loss of stability and capsize. Cargoes such as iron ore fines, nickel ore, millscale, fluorspar, iron
ore concentrates and others have all given rise to liquefaction associated problems in recent years.
The definitions, tests and precautions in the International Maritime Solid Bulk Cargoes (IMSBC) Code for
cargoes that may liquefy are widely associated with metal ore concentrates, for which their application is
relatively straightforward. However, any cargo containing fine material and moisture has the potential to
liquefy and the properties of such cargoes should be queried with the shipper.
Intense pressure from shippers, mis-description of cargoes, inadequate testing methods and lack of crew
awareness over the potential for liquefaction of some cargoes have all contributed to recent incidents. The
purpose of this briefing is to inform and advise Members of the problems associated with liquefaction in
general.
What is Liquefaction?
In a fine grained, moisture laden cargo the spaces between cargo grains are filled with both air and water.
Whilst at sea the cargo is subject to forces due to the vibration and rolling of the vessel. These forces cause
the inter-grain spaces to contract. The water in the spaces between grains is subject to a compressive force
but as it is a liquid it cannot be compressed. This has the effect of reducing the inter-grain frictional force that
holds the cargo in a solid state. Where enough moisture is present the reduction in inter-grain friction due to
the ship’s motion and vibration can be sufficient to cause the cargo flow like a liquid i.e. to liquefy.
Consequences of Liquefaction
The most significant consequence for the vessel resulting
from liquefaction is cargo shift leading to loss of stability. This
may produce dangerous angles of list and in some instances
the resulting loss of stability can be such that the vessel and
the lives of those onboard are lost. It is therefore imperative
that seafarers are aware of the types and condition of cargo
that may give rise liquefaction.
SOLAS Requirements
The International Convention for the Safety of Life at Sea (SOLAS) Chapter VI – Carriage of Cargoes -
provides the general framework for the carriage of all cargoes.
Shippers Duties
In respect of cargoes with particular hazards, such as liquefaction, SOLAS is explicit in requiring the shipper
to provide the master, or his representative, with the appropriate cargo information sufficiently in advance of
loading to enable the necessary precautions for safe carriage to be put into effect. The format of such
information is also supplied in IMO MSC/Circ.663. A typical format for the shipper’s declaration is included
below.
Additionally there are specific provisions for additional information to be supplied for cargoes which may
liquefy in the form of a certificate of moisture content and transportable moisture limit (TML).
As such shippers are obliged to provide appropriate cargo information to the master before loading
commences.
Tel: +44 191 232 5221 Fax: +44 191 261 0540 Email: [email protected] Website: www.nepia.com 2
Cargo Liquefaction
Masters Duties
SOLAS Chapter VI Part B, Regulation 6.2, states that “Concentrates or other cargoes which may liquefy
shall only be accepted for loading when the actual moisture content of the cargo is less than its TML.”
Therefore, a master should not accept such a cargo for loading without first receiving the appropriate
documentation certifying the moisture content and TML of the cargo with the moisture content shown to be
less than the TML.
Terminal Representatives Duties

SOLAS Chapter VI Part B, Regulation 7 deals with the loading, unloading and stowage of bulk cargoes and
introduces the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code). The BLU
Code is included as a supplement of the IMSBC Code.
The BLU Code, although primarily concerned with arrangements between the terminal and the ship to
ensure safe and efficient cargo operations in port, does under section 3.3.3 state that:
“The terminal representative should be satisfied that the ship has been advised as early as possible of the
information contained in the cargo declaration as required by chapter VI of SOLAS 1974 as amended.”
A question confirming that the cargo information has been received is also included in the recommended
ship shore safety checklist at Appendix 3 - question 12 - of the BLU Code.
Terminal representatives bringing commercial pressure on masters to load their vessels before receiving the
shippers cargo declaration are acting in contravention of the BLU Code and therefore SOLAS. Masters are
urged to resist such pressures.
It is a master’s responsibility to ensure that the vessel is safely loaded; and where the shipper’s cargo
declaration has not been received the master has no idea of the likely properties of the cargo to be loaded. If
such declaration is not forthcoming a master should not commence loading and should immediately notify
owners. Members should contact the Association for advice in such circumstances.
Liquefaction and the IMSBC Code

The main reference for any ship operator or master when considering whether or not a cargo is likely to
liquefy is the IMSBC Code. The dangers associated with commonly shipped cargoes are listed within the
Code – Group A cargoes are those that are likely to liquefy. Any cargo listed as Group A should be carried
strictly in accordance with the provisions of the IMSBC Code.
However, the Code itself warns in Section 1.2.1 that the schedules for individual cargoes are not exhaustive.
It may be that some cargoes which can liquefy are not included in the Code e.g. iron ore fines. Ship
operators and master’s should not automatically assume there is no risk of liquefaction simply because a
cargo does not appear in the IMSBC Code as a ‘Group A’ cargo.
Any bulk cargo containing the correct proportion of fine particles and sufficient moisture may
liquefy.
It is essential that masters and ship operators are familiar with the IMSBC Code.
Shipper’s Declaration
Section 4 of the IMSBC Code requires the shipper of the cargo to provide the master with appropriate cargo
information sufficiently in advance of loading to enable the precautions which may be necessary for the safe
carriage of the cargo to be put into effect. The minimum information to be provided is listed in Section 4.2.2.
This information includes both the TML of the cargo and its moisture content at shipment.
The vessel should receive this documentation well in advance of loading and masters should resist pressure
from shipper or terminal representatives to begin loading in advance of receipt of the certificate. It is better to
delay loading whilst awaiting the certificate than to have to discharge unsuitable cargo loaded in advance of
receipt of the certificate. Such discharge may be highly problematic due to the lack of suitable equipment,
berths or due to local customs or other regulations. Terminals and shippers may simply be unwilling to
Cargo Liquefaction
accept the discharged cargo. The shipper’s cargo declaration should be accompanied by a signed certificate
stating the cargo’s TML and moisture content.
In addition Section 4.3.2 of the Code states that ‘the certificate of TML shall contain, or be accompanied by,
the result of the test for determining the TML’, which we understand to mean that the FMP must also be
included with the documentation. This should allow the master to calculate the TML to ascertain that it is
stated correctly on the declaration and also provides useful evidence in the event of a dispute.
Unfortunately there have been many instances where the information provided by the shipper has stated that
the cargo has been within the TML but which cargo has later proven to be liable to liquefy. This can come
about through poor testing procedures (despite detailed advice as to the conduct of tests contained within
the IMSBC Code), changes in circumstance since testing was carried out e.g. heavy rain, or through lack of
understanding by shippers’ representatives of the potential dangers posed to the vessel by spurious figures.
As such, even where the certificate states that cargoes are safe to load, masters and their officers must
always be vigilant in monitoring the condition of the cargo as it comes onboard. Different stockpiles of cargo
can have different characteristics so vigilance throughout the duration of loading operations is necessary.
In the event of a dispute arising over the properties of the cargo intended for loading we would recommend
that Members consider the employment of an independent surveyor/expert to assist the master. In such
circumstances Members should contact the Association for advice.
Sampling and Testing of Cargo

Sampling and testing procedures for bulk cargoes that may liquefy should be carried out to international
standards such as the test procedures described in Appendix 2 of the IMSBC Code.
Flow Moisture Point (FMP) and Transportable Moisture Limit (TML)

Flow Moisture Point – the maximum water content, expressed as a percentage, at which a sample of cargo
will begin to lose shear strength. Cargoes with moisture content beyond FMP may be liable liquefy.
Transportable Moisture Limit - is defined as 90% of the FMP.
From the ship operators and master’s perspective the important figures for the laboratory to determine are
the TML of a representative sample of the cargo to be loaded and its actual moisture content. It is a
requirement of SOLAS that the average moisture content of any type
of granular cargo in any cargo space must not be higher than the
TML. This is an important point; it is of little use to the vessel if an
average moisture content of all cargo is provided. This may lead to dry
cargo in some holds and cargo liable to liquefy in others which will put
the vessel at risk.
In order to find the TML the laboratory must first determine the FMP of
the sample using one of the prescribed techniques.
Loading a cargo above, at or near its FMP represents an
unacceptably high risk for vessels and for this reason a safety margin
is allowed – this gives the TML.
After determining the FMP the moisture content of the cargo is
obtained by drying samples of the cargo in accordance with Section
4.6.4 of the Code.
If the moisture content of the cargo sampled is below the TML then
the cargo should be safe to load.
A Flow Table for determining FMP

However, there is no way for the vessel’s operators or master to determine whether or not the sampling and
testing procedures used by shippers are adequate and/or accurate. In some cases such as with some nickel
ore cargoes, the subject of their own briefing, not only can the techniques used for testing be deficient, but
Cargo Liquefaction
also the inhomogeneous nature of the cargo itself makes FMP determination using the techniques described
in the IMSBC Code problematic as they are designed for more homogeneous cargoes.
Can Test
In order that the vessel can make its own assessment of the
likelihood of the cargo to liquefy the IMSBC Code describes a
shipboard method known as the “can test”. Master’s can refer
to the IMSBC Code (2009 Edition), Section 8, page 33, for
details. The test involves filling a small can with the sampled
cargo and repeatedly banging it on a hard surface. The
appearance of the material at the end of the test can be used to
form an opinion regarding the suitability of the material for
shipment.
Before
This test should not be a substitute for proper laboratory testing
using an appropriate methodology. However, if can tests
carried out on a cargo presented for loading indicate a
propensity for liquefaction, this is a major warning sign that the
cargo as a whole may be unsafe for carriage.
During
Expert advice should then be sought. If shippers present
significant amounts of material that fails the can test, this is an
indication that the cargo as a whole is unsafe, and that
documentation provided may be flawed. It should also be borne
in mind that a negative result from the can test (i.e. no free
moisture or fluid condition is seen) does not necessarily mean
that the cargo is safe for shipment.
After – a failure on this occasion
Advice to Owners and Masters on Loading

Although it is the shipper’s duty under SOLAS to test and certify that a cargo is safe to load experience has
shown that in some cases this does not always occur. Therefore, the actions of owners and masters before
arrival and, most importantly, at the load port are crucial in ensuring that a vessel is protected from loading a
cargo that may liquefy.
Masters and ship operators should always bear in mind the possibility that the information contained within
the shipper’s declaration, for whatever reason, may not accurately reflect the true condition of the cargo.
Cargo Liquefaction
Documentation and Information
Members must ensure that cargo interests have provided the necessary cargo documentation, that the
information is up to date (moisture content should be taken within 7 days of loading for cargo that may
liquefy) and takes into account any recent events (e.g. heavy rain) that may change the characteristics of the
cargo. The master should be made fully aware of the characteristics of the cargo to be loaded.
The provision of the information to the vessel should ideally take place well in advance of loading to enable
the master to prepare for the planned loading, including the appointment of surveyors and or cargo
specialists to protect Member’s interests if thought necessary. Members should endeavour to make the
master aware of any known problems with a particular cargo or of any recent abnormal precipitation at the
load port or point of origin of the cargo.
There are no circumstances in which it is considered prudent to load cargo liable to liquefy without first
having received the appropriate cargo documentation relating to the cargo to be shipped on that vessel i.e. a
properly completed shipper’s declaration, and a signed TML and moisture content certificate indicating that
the cargo is safe to load.
Decision to Load
The master’s decision to commence loading is critical in avoiding the problems associated with cargoes that
liquefy. High loading rates mean that vessels can have many thousands of tonnes of cargo loaded in just a
few hours. To safeguard a vessel and its crew and to avoid the delays, disputes and other problems
associated with discharging a cargo that is unsuitable for transportation the master must satisfy himself, as
far as can be reasonably determined, as to the suitability of the cargo for loading.
If at all practicable the master should arrange to view the cargo stockpiles to be loaded onboard as the
condition of the stockpiled cargo may indicate potential problems with liquefaction. Samples collected from
these stockpiles may be Can Tested for signs of liquefaction before loading.
Where doubt exists as to the characteristics of the cargo to be loaded the master should delay the start of
the loading operation and contact his owners. In such circumstances it is advisable to appoint an
independent surveyor or cargo specialist for advice. Always remember that removing unsuitable cargo from
the vessel can be highly problematic.
In the case of cargoes known to liquefy and which have resulted in problems for vessels, e.g. iron ore fines
ex India during the South West Monsoon season, it will be to owners’ advantage to appoint independent
surveyors to sample and inspect the cargo to be loaded prior to a vessel’s arrival and to assist the master
throughout the load.
Awareness During Loading

As the first cargo comes aboard the vessel the master and his officers should endeavour to take samples
and test them using the Can Test as described in Section 8 of the IMSBC Code. Ideally, further such testing
should take place at regular and frequent intervals during loading to ensure that the condition of the cargo
coming onboard is safe throughout the loading operation. The location of the sample may be critical. A wet
cargo exposed to sunshine for a few days may be dry on the surface but still have a high moisture content at
the base or at intermediate layers. It is therefore important that a cross section of the cargo is sampled.
The characteristics of the cargo within the hold should also be monitored for signs of excess moisture. Cargo
monitoring throughout the loading operation is necessary to try to detect cargo that may liquefy being loaded.
Where a master is in any doubt as to the suitability of the cargo for transportation loading should suspended,
owners informed, the Association contacted and an independent surveyor or cargo specialist called in to
assist the master with the further assessment of the cargo.
Weather conditions during the load may also require the suspension of the loading operation. Loading
cargoes liable to liquefy during heavy rain is an unnecessary risk.
Where the vessel is engaged in carrying a cargo that is not listed in the IMSBC Code then Section 1.3 of the
Code should be followed.
Cargo Liquefaction
Cargo Unsuitable for Shipment Already Aboard
Suspect cargo should be sampled by an independent laboratory and, if found to be beyond its TML, then the
safest option is to discharge the cargo. This sounds simple but unfortunately experience has shown that
once a vessel has loaded wet cargo getting rid of it at the load port can be highly problematic for the vessel.
Commercial reluctance on the part of the shippers and ports to accept/unload the unsuitable cargo can lead
to severe delays and larges costs. In the worst cases
these situations can drag on for months. There may
also be damage to valuable commercial relationships
should such a dispute arise. It is always best for the
vessel’s safety and in the owner’s interest that iron
ore fines unsuitable for shipment are identified before
they come onboard.
Liquefied Iron Ore Fines in a Cargo Hold
Cargo Liquefying Whilst at Sea

Despite the provisions of SOLAS, the IMSBC and BLU codes it is still the case that cargo unsuitable for
transportation is loaded and carried. In recent years there have been a number of incidents involving the loss
of vessels and of life that have been attributed to liquefaction of the cargo onboard. There have also been
numerous instances of vessels losing stability, but not capsizing, which are known to have been caused by
liquefaction.
The ISM Code amendments coming into force on 01 July 2010 require that potentially hazardous situations
are risk assessed and have procedures in place to deal with the situation should it occur. Clearly liquefaction
places the vessel in a hazardous situation and procedures to deal with liquefaction should be developed if
not already in place.
Once liquefaction of a cargo has taken place at sea a vessel and its crew may be in very real danger.
Whilst every such situation will have its own unique set of circumstances as a minimum owners/vessels
should: -
• ensure that detailed stability calculations are carried out before departure from the load port for
every cargo loaded. The calculations will then serve as baseline data in the event of a liquefaction
incident.
• The master must immediately notify owners. owners should seek the advice of an expert in these
circumstances. The likely effect of ballasting the vessel to correct a vessel’s list needs to be
calculated and carefully considered before any such operation takes place. Incorrect ballasting may
exacerbate the situation causing a further reduction in stability. Even where ballasting has taken
place and is successful in returning a vessel upright the cargo onboard is still in a dangerous state.
• The vessel may need to seek the nearest port of refuge.
Cargo Liquefaction
Protect Your Interests
The loading and carriage of cargoes that have the potential to liquefy takes place every day, all over the
world and the vast majority of voyages pass off without incident. However, the potential consequences of
loading a cargo that is unsuitable for carriage due to its moisture content are of such seriousness that
vigilance when dealing with these cargoes can never be relaxed.
Familiarity with the IMSBC Code and an awareness that its Annexes are not exhaustive is important. Always
bear in mind that some cargoes do not appear in the IMSBC Code and that these cargoes may liquefy. The
best way to protect both the crew and the owner’s interests is by ensuring that the provisions and advice of
the IMSBC Code are followed at all times and by being vigilant before, during and after loading.
Acknowledgements
The Association is very grateful to Ken Grant of Minton, Treharne & Davies (MTD) and Martin Jonas of
Brookes Bell for their advice and guidance in the preparation of this briefing.
Minton, Treharne &Davies (S) Pte Ltd,

50A Bussorah Street, Singapore 199466.
Telephone: +65 6341 5060
Email: [email protected]
Website: www.minton.co.uk
Brookes Bell, Martins Building,

Exchange Flags, Liverpool, L2 3PG, UK .
Telephone: +44 151 236 0083
Email: [email protected]
Website: www.brookesbell.co.uk
Cargo Liquefaction
Exemplar Shipper’s Cargo Declaration

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LOSS PREVENTION

Copyright © North of England P&I Association 2010

Terminal Representatives Duties

Liquefaction and the IMSBC Code

Sampling and Testing of Cargo

Flow Moisture Point (FMP) and Transportable Moisture Limit (TML)

A Flow Table for determining FMP

After – a failure on this occasion

Advice to Owners and Masters on Loading

Awareness During Loading

Liquefied Iron Ore Fines in a Cargo Hold

Cargo Liquefying Whilst at Sea

Minton, Treharne &Davies (S) Pte Ltd,

Brookes Bell, Martins Building,

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