Developing a Better Test for Liquefiable Cargo to Save Lives at Sea

This dissertation focuses on the issue of cargo liquefaction in shipping bulk cargoes and aims to develop a better test for preventing such incidents and saving lives at sea. It discusses the causes and risks of cargo liquefaction, regulatory controls, and the need for improved testing methods. The project aims to design a new testing prototype for accurately determining moisture content in cargo.

Dissertation

Table of Contents
Title: Developing a Better Test for Liquefiable Cargo to Save Lives at Sea..................................1
Abstract............................................................................................................................................1
Introduction......................................................................................................................................2
Overview of Cargo Liquefaction............................................................................................2
Aims and Objectives of the project........................................................................................3
Scope......................................................................................................................................3
Background......................................................................................................................................3
Report Outline........................................................................................................................5
Considerations of Ship's Hold Design....................................................................................7
Measurements taken / Test Performed to avoid liquefaction.................................................9
REFERENCES..............................................................................................................................12

Title: Developing a Better Test for Liquefiable Cargo to Save Lives at Sea
Abstract
Cargo liquefaction today, is one of the well-known hazardous issue, for shipping bulk
cargoes, which are susceptible for liquefaction and are generally characterised as non-cohesive,
fine grained, wet granular and loosely packed materials (Munro and Mohajerani, 2017). It is one
of the frequently occurred problem, that takes place when wet granular of other kind of materials
are transported on board bulk carriers. Along with this, it sometimes also occurred in case of
loading the excessive dynamic cargoes, which is induced mainly by vessel vibration and rough
seas. Generally, raw materials are shipped in a large quantity, such as coal, minerals, iron and
metal ores etc. which are known as bulk carriers (Zhang, Wu, Zhao and Chen, 2019). These
carriers are extremely hazardous for sailing, where any error could result to loss of sea lives.
From last 20 years, a number of incident cases have been reported about suspected liquefaction
like Trans Summer which contains Nickel ore cargo, that indicates the ineffectiveness of
measurements that are taken for reducing the occurrence of such issue. The objective of present
study, is to make an investigation on causes that increase chance of occurrence of liquefaction,
regarding with solid bulk cargoes (Speight, 2019). In this context of interdisciplinary problem
under the project, an overview of some key considerations are presented, that includes – a
summary of the range of factors which may influence likelihood of cargo to shift; regulatory
controls or mechanism of measurements used to avoid cargo liquefaction; requirements included
as per IMSBC Code (International Maritime Bulk Solid Cargoes). For this purpose, better test is
also developed under this report for prevention of failure of future incidents (Munro and
Mohajerani, 2016). The project specification report will illustrate the author’s take on the pre-
existing articles, journals or any other research paper written on liquefaction of bulk cargo being
transported through a marine vessel (bulk carrier). The report also provides an insight of project
aims and objectives, scope of the project and research methodology for developing a new testing
prototype for the solution. Based on the key findings and discussion, recommendations are also
given to reduce the potential for occurrence of liquefaction incidents.
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Introduction
Overview of Cargo Liquefaction
Solid bulk cargoes are the granular materials, which are loaded directly into hold space of
ships, which may turn into liquid state due to increase in water pressure, movement of waves,
exposure towards agitation by engine vibration and more. It causes a ship to potentially capsize
and tilt (Munro and Mohajerani, 2018). Cargo liquefaction can be defined as incident where a
vessel undergoes into sea that is loaded with cargoes, which is hazardous for lives of the sea
organisms and seafarers also. It describes the phenomenon regarding with partially saturated
mineral or bulk cargo that is loaded within cargo, but when cyclic loading rapidly induced from
vibration of ship, then hold spaces of cargo loss its shear resistance (Olanrewaju, 2013).
Responding towards the dynamic motion of ship at sea, the loosely loaded cargo that on board
ship and possesses fine-grained material in large quantity, start tending to be compacted, due to
moisture and air present in between pore spaces, then during ocean passage it resettled also. This
way of compaction as well as rearrangement of cargo, result in confining the bulk material
within hold space (Cruden, 2018). This process further causes compression in the expelling air
that increases within pore water pressure, which would tend to saturated the cargo grains.
Therefore, any liquefaction in cargo causes loss of lives of sea organisms, with numerous marine
casualties. In this regard, mineral concentrates cargoes, including coal, millscale, pyrites, and
more are considered as most susceptible to liquefaction. The danger which such kind of liquefied
bulk material with high-density poses on safety of ships are increasing structural load that
dramatically effect the ship' stability, due to cargo movement (Speight, 2019) . In this regard,
attention needs to be given on structural problem, for resolving the stability related issues.
With advent of latest technology, stakeholders of shipping industry can reduce the risk of
cargo liquefaction, by monitoring water pressure of cargo, waves of sea and more. For this
purpose, smart weathering software could be implemented to detect different routes for safely
sipping the cargo (Hunter, 2020). In this regard, a study is conducted for making improvement in
techniques and measures to prevent ship from cargo liquefaction. For this process, following
aims and objectives will be covered –
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Aims and Objectives of the project
Project Aim:
The aim of this project is to come up with an design concept for a new testing device
which is feasible, easy to use and gives out accurate indications of moisture content in the cargo.
Project Objectives: Objective 1: Completion of design and initiation of building a new testing prototype
within a year Objective 2: Testing the new prototype with some cargo samples in next 6 months
 Objective 3: Comparing the results with test results of pre-established testers to choose
the most efficient one
Scope
The main purpose of conducting study on this vast topic i.e. Cargo Liquefaction, is to
identify the extensiveness of the hazardous issue, which can be happened in future also, if
immediate actions for its prevention will not be taken (Kirchner, 2019). In this regard, by making
an investigation report on this concept, a solution for better development of measures will be
developed, to monitor the phases before on-boarding the cargoes on ship. This project will
deliver the accurate and deep insight of cargo liquefaction issues, with solution to resolve the
same.
The motive of the project is to design a solution for the problem of liquefaction of the
bulk material being transported in a bulk carrier vessel (Munro and Mohajerani, 2017). Project
delivers a true insight of the liquefaction issue and human lives being compromised due this
problem. Author has been issued with a number of different deadlines for every progress check
and the final deadline for the last task of poster presentation which is on 19 May, 2020. The
author will be provided with an opportunity to build a prototype of anew tester for determining
the moisture level in bulk load (Zhang, Wu, Zhao and Chen, 2019). The product will be
inexpensive and really simplistic do could be used with ease. Production of a new prototype will
be then followed by few tests of some cargo samples.
Background
Huge ships with open holds known as bulk carriers utilized for moving crude materials
like metals, metals, coal, minerals and etcetera in huge amounts. A bulk carrier is seven times
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bound to be ship wrecked than some other kinds of vessels jeopardizing the lives of sailors. In
recent year, 4 bulk carriers were destroyed with an all-out loss of 80-100 sailors (Munro and
Mohajerani, 2016). Cargo liquefaction is one of the significant explanations that a bulk carrier is
ship wrecked. Stacking of wet bulk solid from the stockpile which was left under hefty
precipitation fall. When the cargo is stacked and settles down, the moisture turns in absolutely
fluid structure and comes up through stockpile and the load transforms into fluid like state.
Because of this the ship losses steadiness and in a short time wreck down (Munro and
Mohajerani, 2018). Numerous strategies should be utilized to guarantee that the mass material is
dry enough to avert this however are regularly not pursued. The last line of guard is the master of
the ship who ensures that he dismisses any load that can liquefy (Olanrewaju, 2013). There is
just a single strategy through which he can a specific choice, he places a portion of the material
in an old metal can, slams it against the table a couple of times and observes if the water has
come up to the top. On the off chance that it does, at that point the cargo is certainly risky. The
can test isn't adequate to give a positive sign and hence needs an effective yet efficient
resolution.
Figure 1: Shipping of liquefiable cargo inn bulk carrier. (Liang, 2018)
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Figure 2: Featuring the effects due to liquefaction of the cargo in a bulk carrier. (Australian
Maritime Safety Authority, 2018)
Report Outline
A number of major incidents happened where ships have been capsized during carriage
of wet solid bulk, that proves hazardous for life of aquatic animals. For example – The Bulk
Jupiter, that was carrying near about 46.4k tonnes of bauxite in 2015 have been sunk, due to the
phenomenon of cargo liquefaction (Cruden, 2018). Similarly, in 2013, more than 15 people were
died in case of drown of Harita Bauxite vessel in South China sea in just 30 minutes after the
liquefaction, that was containing the Nickel Ore. Therefore, this kind of liquefaction causes loss
of life of many people, marine living beings and loss of vessel, with high fatality rate. This arises
a lot of economic pressures to take measures for managing occurrence of such risks (Speight,
2019). However, awareness regarding with risk of cargo liquefaction considerably improved, by
setting up the working group for iron ore through IMO, where a similar kind of group is also
formed for Bauxite. But besides such efforts, still a number of cases are continuously reported,
about sinking of bulk carriers. Through number of evidences, it has been identified that reason
behind failure of cargoes is avoidance of IMO or IMSBC Code, which is mandatory for testing if
cargoes for liquefaction are adequate or inadequate (Hunter, 2020). To judge the potential of
liquefaction, measuring characteristics of materials only, is not enough for reducing the case of
cargo failure. It is better to concern on materials which are being used in industry after then,
implement more appropriate and rigorous regime of testing.
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From both of these figures, it has been evident that the significant consequence of
liquefaction for the vessel is shift of cargo, that leads to loss of stability. Due to vibration
including cargo compaction within ship and apparently dry cargoes also may turn into the semi-
fluid state (Cruden, 2018). In this regard, such liquefied cargo flows with roll of ship roll
however, when it rolls back then it doesn't return completely to its stowage space in original state
(Kirchner, 2019). It may result in decreasing the stability as well as damaging to the structure
also. Since, last ten years, some of the ships that have been sunk after liquefaction of cargo are
highlighted as below –
Date of
Incidents
Ship Type of Bulk
Cargo
Approx. Weight
of Cargo (dwt)
Casualties
18th July 2009 Asian Forest Iron ore Fines 13.6k 0
9th Sept. 2009 Black Rose Iron Ore Fines 24k 1
27th Oct. 2010 Jian Fu Star Nickel Ore 45k 13
4th Nov. 2010 Nasco Diamond Nickel Ore 56k 22
3rd Dec. 2010 Hong Wei Nickel Ore 50k 10
25th Dec. 2011 Vinalines Queen Nickel Ore 56k 21
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Illustration 1: Iron ore particles after loading in the
bulk carrier
Illustration 2: Iron ore particles after
transporting in the bulk carrier

17th Feb. 2013 Harita Bauxite Nickel Ore 47.5k 15
14th Aug. 2013 Trans Summer Nickel Ore 56.8k 0
2nd Jan. 2015 Bulk Jupiter Bauxite 46.4k 18
The most recent cases are highlighted by Intercargo (The International Association of
Dry Cargo Shipowners) about the loss of many life, just because of liquefaction from bulk
casualties. It has been evaluated that casualties of bulk carrier from 2009 to 2018, has accounted
for more than 188 lives of people (Kirchner, 2019). Along with this, over 48 bulk carrriers
having 10k dwt have been totally lost. However, in 2018, no case has been reported regarding
with loss of bulk carriers which indicates the positive signs of safety measures. Intercargo has
issued the formal guidance document with purpose to provide guidance and information to
Shipowners, Masters as well as other industry stakeholders, about particular risks that are
associated with carriage of Nickel Ore (Hunter, 2020). For responding towards loss of several
bulk carrying vessels, Intercargo has highlighted the potential dangers regarding with carrying
the cargoes of Nickel Ore.
Considerations of Ship's Hold Design
For facilitating the drainage of moisture and preventing development of saturated cargo
base and free surface water, on the base of hold space of ships, bilges are fitted (Hunter, 2020).
This would capture free water which might accumulate due to movement of ships. However,
configuration of bilge may vary but each hold compartment typically contains two bilges at least.
Hereby, concerns is raised mostly towards effectiveness of such bilge designs that might become
blocked in case of presence of iron ore or fine particles of other materials (Speight, 2019). The
geometry of hold of bulk carrier might affect the geometry of loaded cargo's pile, which
influences shear resistance. Along with this, boundaries of a hold also restrict the movement of
cargo during shift event, which prevent transverse mass displacement significantly. In other
words, it prevents displacement to ship's outer edges which cause the vessel to heel
(Olanrewaju, 2013). Furthermore, dimensions of hold also vary with types of carrier and as per
individual ship, like foremost hold is mostly smaller to account for the curvature at ship's front.
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As per this figure, the angle of lower wing-tanks for cargoes of high density reduces
stresses on materials, at pile's base. This would help in reducing likelihood of slope failure.
While in case of low-density cargoes, the angled topside of wing-tanks that almost fill cargoes'
hold, act to occupy the null or void space, which lead to prevent cargo at top portion of hold,
which is shifting into this area (Cruden, 2018). But due to the continuous movement of ship and
force generate by motions of bulk carriers causes potential displacement, with pore pressure
development. This increases potential of possible liquefaction that may damage vessel, therefore,
it is essential to concern more on development of ship design to reduce such effects (Kirchner,
2019).
Recent Developments of the IMSBC Code
In order to avoid the occurrence of cargo liquefaction, IMO (International Maritime
Organization) has published the safe practice code as - IMSBC (The International Maritime
Solid Bulk Cargoes Code). This code of safe practice is recognised internationally and therefore,
it need to be followed when solid bulk cargoes which are hazardous, are transported on board
bulk carriers (Olanrewaju, 2013). In 2011, this IMSBC Code, has been formally known as BC
Code or Code of Safe Practice for Solid Bulk Cargoes, which is made mandatory within SOLAS
Convention. After reporting the number of tragic incidents which has occurred from last 10
decades, it becomes mandatory for shipowners and all industrial stakeholders to ensure that
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Illustration 3: Basic Geometry of Capesize cargo hold of bulk carrier, which is filled with
iron ore fines

appropriate measures have taken, for prevention of cargo liquefaction, which may affect stability
of ship (Munro and Mohajerani, 2018).
Measurements taken / Test Performed to avoid liquefaction
As it has been evident from number of cases that from last ten years, although a number
of measures have been taken to prevent cargo liquefaction, but shipping world still experiencing
the number of incidents (Munro and Mohajerani, 2016). These incidents are mostly attributed
due to liquefaction, specially of cargoes that are filled with iron and nickel ores, that are mostly
presented for loading within a dangerous condition. In this regard, IMSBC has set out provisions
which are agreed internationally, for safe stowage, cargoes which may liquefy and solid bulk
cargoes' shipment. These cargoes are categories as per this code in following way –
 Group A: It includes cargo which may liquefy in case shipped at moisture content like
mineral ores, found in excessive of its TML (Transportable Moisture Limit)
 Group B: It consists those cargoes, which may possess high chemical hazards
 Group C: Cargo which is not liable for liquefaction as well as doesn't contain chemical
hazards, come in this category.
Steps taken to prevent liquefaction:
Sampling and testing:
Before loading any material, TML test is done before 6 months to ensure that physical
characterised would not be changed (Munro and Mohajerani, 2017). Further, Moisture Content
Testing and Sampling is done within seven days of prior loading date, where timings of both
tests are strictly adhered as per IMSBC code. But issues regarding with such methods of testing
includes insufficient competent surveyors or lack of independent labs in some countries (Zhang,
Wu, Zhao and Chen, 2019). Along with this, restriction to access in-depth stockpiles' sampling
also is considered as the problem, that fails to apply measure for reducing the potential of cargo
liquefaction. However, at certain cases, such issues can be addressed by signed certificates of
MC and TML tests that must be issues through an entity, which is recognised by Competent
Authority (Munro and Mohajerani, 2018). The shipper must facilitate the access to stockpiles so
that sampling and testing of cargo can be done appropriately.
Charterparty Provisions:
Carriers before loading the material, must ensure that inspection, sampling and testing of
cargo has been done, by incorporating the BIMCO Clause i.e. within Solid Bulk Cargo which
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may liquefy (Munro and Mohajerani, 2016). Other than this, members of shipping authorities can
also take legal advice for drafting and incorporating the commercially suitable clause. Along
with this, to load nickel and iron ore, they must notify the Club.
Precautionary measures before loading:
As potential disasters can only be prevented when risks associated with loading and
transporting the material ores are mitigated. Therefore, for this purpose, it is essential that
shipper must supplied the entire cargo information like TML, moisture content within advance of
loading in actual manner, etc. (Zhang, Wu, Zhao and Chen, 2019). Tests of samples at loading
must be conducted at regular intervals, access to lab testing, carefully check declaration of
shipper for transporting, measures should be taken for preventing water or any other type of
liquid to enter into cargo space while loading etc. Moreover, in case of failure of any specified
measure, loading should be stopped, then issue a protest letter and seek for further advice.
Precautionary measures during voyage:
After satisfying with entire information regarding with safely loading the minerals,
regular checks of cargo need to been visually, for minimising potential of possibility of
liquefaction (Munro and Mohajerani, 2017). This would also aid to check free water
accumulation, where in case of any appearance of cargo liquefaction, it is essential for shippers
to immediately contact the nearest state authority of coastal, or take measures for reducing
vibration or motion of ship.
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REFERENCES
Books and Journals
Kirchner, S. (2019). Legal Approaches to Dry Cargo Liquefaction. The Journal of Territorial
and Maritime Studies. 6(1). 85-95.
Hunter, M. C. (2020). Painting with Fire: Sir Joshua Reynolds, Photography, and the
Temporally Evolving Chemical Object. University of Chicago Press.
Speight, J. G. (2019). Handbook of industrial hydrocarbon processes. Gulf Professional
Publishing.
Cruden, D. (Ed.). (2018). Landslide risk assessment. Routledge.
Olanrewaju, O. S. (2013). Apply Safety Risk and Reliability Analysis of Marine System. Xlibris
Corporation.
Adampira, M., Alielahi, H., Panji, M., & Koohsari, H. (2015). Comparison of equivalent linear
and nonlinear methods in seismic analysis of liquefiable site response due to near-fault
incident waves: a case study. Arabian Journal of Geosciences. 8(5). 3103-3118.
Munro, M. C., & Mohajerani, A. (2018). Slope stability evaluation of iron ore fines during
marine transport in bulk carriers. Canadian Geotechnical Journal. 55(2). 258-278.
Munro, M. C., & Mohajerani, A. (2016). Moisture content limits of iron ore fines to prevent
liquefaction during transport: review and experimental study. International Journal of
Mineral Processing. 148. 137-146.
Zhang, J., Wu, W., Zhao, Z., & Chen, Y. (2019). Numerical study on coupled effect of a vessel
loaded with liquefied nickel ore. Journal of Marine Science and Technology, 1-16.
Munro, M. C., & Mohajerani, A. (2017). Cyclic behavior of iron ore fines on board bulk carriers:
scale model analysis. Journal of Materials in Civil Engineering. 29(7). 04017046.
Online
Why are liquified cargoes a persistent danger to ships?. (2019). [Online] Available
Through:<https://www.ship-technology.com/features/why-is-cargo-liquefaction-
dangerous/>.
Intercargo: Cargo Liquefaction Still a Major Risk for Dry Bulk Shipping. 2019. [Online]
Available Through:<https://worldmaritimenews.com/archives/270538/intercargo-cargo-
liquefaction-still-a-major-risk-for-dry-bulk-shipping/>.
Liang L. H. (2018) ‘Shipping of liquefiable bulk cargoes: lesson rom real life’. [Online]
Available Through: <https://safety4sea.com/cm-shipping-of-liquefiable-bulk-cargoes-
lessons-from-real-life-incidents/>.
Australian Maritime Safety Authority (2018). ‘Dynamic Separation of Cargoes’ [Online]
Available Through: <https://www.amsa.gov.au/vessels-operators/cargoes-and-
dangerous-goods/dynamic-separation-cargoes>.
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