[ID] => 6819
[post_author] => 34
[post_date] => 2016-09-16 13:54:51
[post_date_gmt] => 2016-09-16 12:54:51
[post_content] => The International Maritime Organisation’s (IMO) Sub-Committee on Carriage of Cargoes and Containers (CCC) held its third session this past 5 to 9 September at the IMO headquarters in London. On the agenda were proposals for updates to the International Maritime Dangeorus Goods (IMDG) Code, the International Maritime Solid Bulk Cargoes (IMSBC) Code, the International Convention for Safety of Life at Sea (Solas), the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code) and the International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).
The Sub-Committee’s first action of the session was to endorse draft interim recommendations for the carriage of liquefied hydrogen in bulk, which will be submitted to the Maritime Safety Committee (MSC) for approval at its 97th session.
The draft interim recommendations have had to be developed since the IGC Code does not specify requirements for liquefied hydrogen in bulk. They are based on the results of a comparison study of similar cargoes listed in the IGC Code, such as LNG. The recommendations are intended to facilitate the establishment of a tripartite agreement for a pilot ship that will be developed for the research and demonstration of safe long-distance overseas carriage of liquefied hydrogen in bulk.
The draft interim recommendations highlight general and special requirements for liquefied hydrogen, such as the provision of portable hydrogen detector for each crew member working in the cargo area; selection of fire detectors for detecting hydrogen fire; and appropriate safety measures to prevent formation of explosive mixture in the case of a leakage of hydrogen.
The Sub-Committee made progress on the development of safety provisions for ships using fuel cells. A preliminary draft of a proposed new part E in the IGF Code, on fuel cell power installations, was agreed. This will cover installation, fire safety and other relevant matters. A correspondence group was tasked with finalising the text, while also continuing work on draft provisions for vessels using methanol or ethanol as fuel.
The Sub-Committee endorsed a draft MSC circular on unified interpretations to the IGF Code relating to: tank connection space equipment and the use of a tank connection space for tanks on open deck; the fuel preparation room; the appropriate location of premixed engines using fuel gas mixed with air before the turbocharger; protection against cryogenic leakage and control of hazardous zones in fuel preparation rooms on open deck; the design features to be included as a minimum in the special consideration within risk assessment of closed or semi-enclosed bunkering stations; the ventilation of machinery spaces; the ventilation of double piping and gas valve unit spaces in gas safe engine-rooms; the ventilation inlet for double wall piping or duct; control and maintenance of pressure and temperature of liquefied gas fuel tanks after the activation of the safety system; and the external surface area of the tank for determining sizing of pressure relief valve.
The Sub-Committee also endorsed a draft MSC circular on unified interpretations to the IGC Code, relating to: closing devices for air intakes; cargo tank clearances; pump vents in machinery spaces; the safe means of emergency isolation of pressure relief valves; the application of fire safety requirements in Solas chapter II-2 to cargo machinery spaces and turret compartments; back-flushing of the water-spray system; and the external surface area of the tank for determining sizing of pressure relief valve.
A correspondence group was established to further consider the suitability of high manganese austenitic steel for cryogenic service, with a view to referencing such steel in the IGC and IGF Codes. High manganese austenitic steel has been proposed for use in cryogenic applications such as cargo tanks, fuel tanks and piping of LNG carriers and LNG-fuelled ships. The correspondence group was tasked with: developing test acceptance criteria for high manganese austenitic steel for cryogenic service; further considering the suitability of high manganese austenitic steel for cryogenic service; and developing draft amendments to the IGC and IGF, if appropriate.
A correspondence group had been looking at ways to evaluate bulk cargoes of coal and bauxite, which have the potential to liquefy during transport; a number of recent incidents involving cargo liquefaction have led to the sudden loss of ships and their crew.
The Sub-Committee endorsed a draft revised individual schedule for coal, with a view to its inclusion in the next set of amendments to the IMSBC Code, which will be submitted for adoption by MSC at its 98th session in 2017. The draft amendments point out that coal may liquefy if shipped at a moisture content in excess of its transportable moisture limit (TML) and state that due consideration shall be given to moisture migration and formation of dangerous wet base when blended coals are loaded.
A Global Bauxite Working Group (GBWG) has been established by the Australian, Brazilian and Chinese bauxite research groups, with the aim of ensuring that industry research on the behaviour of bauxite during shipping is aligned, globally applicable and peer-reviewed. Its report is due for review in March 2017 and the Sub-Committee set up a correspondence group to consider the GBWG’s work in the light of the evaluation of the properties of bauxite and a possible revision to the individual schedules for seed cake. This group will report back to CCC at its next session.
As the work on bauxite cargoes is continuing, the Sub-Committee agreed that the circular CCC.1/Circ.2, which had been approved at its previous session, should remain in effect. This circular warns shipmasters of the possible dangers of liquefaction associated with carriage of bauxite.
In the meantime, the Sub-Committee finalised draft amendments to paragraphs 4.5.1 and 4.5.2 of the IMSBC Code to emphasise the responsibility of the shipper for ensuring that a test to determine the TML of a solid bulk cargo and that sampling and testing for moisture content are conducted. This was forwarded to MSC for urgent action at its 97th session and inclusion in the next amendment to the IMSBC Code.
The Sub-Committee also endorsed draft amendments to the IMSBC Code related to substances that are harmful to the marine environment, for submission to MSC for approval and to the Marine Environment Protection Committee (MEPC) for endorsement. The amendments would require the shipper to declare whether or not a solid bulk cargo, other than grain, is harmful to the marine environment if discharged.
The Sub-Committee reviewed and updated a number of other proposed amendments to the IMSBC Code. These have been forwarded to the Editorial & Technical (E&T) Group for submission to MSC’s 98th session.
Progress was made on developing the next set of draft amendments to the IMDG Code. These are due for adoption in 2018 and have been passed to the E&T Group for further consideration at its spring 2017 meeting.
The Sub-Committee endorsed draft amendments to Solas regulations II-2/20.2 and II-2/20-1 to clarify the fire safety requirements for cargo spaces containing vehicles with fuel in their tanks for their own propulsion, specifically vehicles that do not use their own propulsion within the cargo space.
The Sub-Committee was pleased to hear from the World Shipping Council (WSC) on the level of compliance with the new rules on the verification of the gross mass of a packed container, which took effect on 1 July. WSC said that already 95 per cent of containers are being accompanied by verified gross mass information.
[post_title] => IMO: Wet and dry
[post_status] => publish
[comment_status] => open
[ping_status] => open
[post_name] => imo-wet-dry
[post_modified] => 2016-09-16 13:56:15
[post_modified_gmt] => 2016-09-16 12:56:15
[post_parent] => 0
[guid] => https://www.hcblive.com/?p=6819
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IMO: Wet and dry
// By Peter Mackay on 16 Sep 2016
The arrival of new low-flash fuels is still creating work for IMO's technical committees but some old cargoes are also causing issues