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Many common bulk cargoes, such as iron ore fines, nickel ore and various mineral concentrates, may be subject to the phenomenon, in which a soil-like material is abruptly transformed from a solid dry state to an almost fluid state.
If liquefaction occurs on board a vessel, the stability will be reduced due to the free surface effect and cargo shift, possibly resulting in capsizing of the vessel. The ship structure may also be damaged due to increased cargo pressures.
DNV GL says there are some distinct and disturbing features of accidents caused by cargo liquefaction.
First, the accidents happen very fast. The period of time from when liquefaction is detected, if it is detected at all, until the vessel has capsized could in some cases be only a few minutes. This leaves very little time for remedial measures. It also leaves very little time for safe evacuation of the ship, and such accidents are often associated with tragic losses of crew members.
Second, an accident on one vessel is often followed by a new accident, or near-accident, on other vessels that have loaded similar cargo at terminals in the same area.
DNV GL’s new guideline aims to raise the awareness of the risks of liquefaction and describes mitigating actions to reduce these risks.
“Cargo liquefaction is probably now the most significant factor in lives lost at sea for bulk carriers,” says Morten Løvstad, Business Director of Bulk Carriers at DNV GL. “While the general safety level of modern bulk carriers has been significantly improved over the last decades, recent incidents have shown that cargo liquefaction remains a major safety issue. Since 2009, at least six ships of more than 40,000 dwt have been lost to suspected liquefaction of cargo. These incidents have shown that cargo liquefaction is an issue that has not been sufficiently dealt with, and concerned owners and operators have contacted us for support and advice.
“With this guideline we wanted to help our customers by not only increasing awareness and building competence around the phenomenon, but also to offer some strategies, both in design and operation, to reduce these risks.”
The guideline focuses on both the operational and design aspects of cargo liquefaction.
In daily operation, recommendations to reduce the risk of liquefaction include:
The design guidelines look at the potential of carrying cargoes with high moisture content onboard specially constructed or fitted ships, in compliance with the IMSBC Code. Such vessels can remain safe both from a stability and strength point of view even if the cargo liquefies or shifts.
“Under the IMSBC code such vessels must have permanent structural boundaries or specially designed portable divisions to confine any shift or liquefaction of cargo, but detailed requirements are lacking,” says Mr. Løvstad. “It is clear, however, that stability and structural strength have to be specially considered, and our guideline sets out criteria for them, based on DNV GL procedures and rules.”
The guideline also examines how and why liquefaction can occur, which bulk cargoes are subject to liquefaction risks, explains the Transportable Moisture Limit (TML) and presents the effect of liquefaction on a vessel. The aim of the guideline is to provide ship designers, shipyards, shipowners and other stakeholders in the shipping industry a basis to assess the risks and begin the process of making their vessels and their operational processes safer when it comes to the risks of liquefaction.
Access the guideline HERE
Called “Project Forward,” it aims to to develop a commercially feasible LNG-fueled dry bulk carrier design capable of complying with IMO’s Energy Efficiency Design Index 2025 standards, NOx Tier III and Marpol Annex VI SOx emission levels.
The project, which is led by Athens-based bulk carrier owner Arista Shipping, began officially in May this year.
“Project Forward aims to become a milestone for the shipping industry and in particular for owners and operators of cargo ships,” says Arista Shipping Principal Alexander P. Panagopulos. “Owners must decide within the next 5-10 years whether gas as fuel is a practical means of compliance with lower emissions standards and this project will enable all of us to understand its feasibility.”
The concept design will be based on the highly-optimized Deltamarin B.Delta design suitable for ships between 82,000 and 210,000 dwt. It will employ GTT’s membrane-type LNG tanks for fuel containment.
“Compliance with stricter environmental regulations has led owners to consider the potential of using LNG as fuel for cargo vessel newbuildings,” states Deltamarin Managing Director Mika Laurilehto. “There is a clear need to turn this potential into a proven solution for the dry bulk carriers that make up such a large proportion of the world fleet.”
The project will also address the existing dry bulk fleet by developing a modularized LNG fuel retrofit solution for bulk carriers of various sizes.
ABS will conduct concept and detail design approvals according to its rules for bulk carriers and gas-powered ships.
“ABS has gained valuable insights from real-world experience classing the world’s first deepsea ships powered by LNG,” says ABS Vice President of Global Gas Solutions Patrick Janssens. “Our work with owners, designers and shipyards on LNG as fuel and LNG-ready projects brings unique value to Project Forward in enabling the safe adoption of this new fuel type.”
Project Forward will include a number of stages, with a first time horizon of two years’ applied research and development work.
Initial research indicates that the expected emission reductions from Project Forward could be 40% for CO2, 80% for NOx and 98% for SOx.
“It is time for the shipping industry to move forward and embrace the potential of gas-fueled merchant ships,” says GTT Vice President LNG as Fuel division Jacques Danton. “At this time, we can recognize market leaders launching LNG projects now in order to be the first on the learning curve. During the ramp up phase of LNG as fuel, autonomy will be a key feature for integrated solutions as provided by membrane technology.”