Recently, the association learned from the local communication office in Sierra Leone that some iron ore powder goods planned to be shipped from Pepel Port (Pepel) have been stored outdoors for a long time, coupled with the impact of heavy precipitation in the area where Pepel Port is located from April to October, the water content of iron ore powder is likely to exceed the standard, and the condition of the goods is worrying. According to the IG of P&I Clubs, there are currently some goods of lower grade that are not allowed to be exported and are being mixed with high-grade goods before being shipped for export. Therefore, members should pay due attention to the problem of cargo fluidization that may result from the recent shipment of iron ore powder from the port of Peper in Sierra Leone.
1. Overview of iron ore powder
At its 95th session, the International Maritime Organization (IMO) Maritime Safety Committee (MSC) adopted amendments to the International Maritime Solid Bulk Cargo Rules (IMSBC Rules) by resolution MSC.393(95), which entered into force on January 1, 2017. The amendment adjusts and refines the relevant grouping management regulations for easily fluidized iron ore, classifying iron ore fines as Group A easily fluidized solid bulk cargo, and applies to powdery particles with a diameter of less than 1 mm accounting for 10% or more; and cargo with particles with a diameter of less than 10 mm accounting for 50% or more. If the moisture content of iron ore powder exceeds the transportable moisture limit during ship transportation, it may lead to the fluidization of goods, and the evolution process of its fluidization can be roughly divided into several stages, such as mineral powder compaction, surface mineral powder sliding, water migration, water liquid level rise and free liquid level formation.
2. Risks of export goods from Peper Port
If the moisture content of iron ore powder shipped from the port of Pepel exceeds 14%, the risk of fluidization of the goods in transit is high. Affected by the previous local precipitation in Peper, the moisture content of iron ore powder in this area may be between 13% and 16%. In addition, even though the upper surface of the cargo in the cargo yard appears relatively dry, the cargo in the deep layers is likely to be very wet. Therefore, shippers should reasonably and carefully monitor, screen and remove cargo that exceeds the water content and is not suitable for sea transport to ensure the safe transportation of the ship.
At the same time, members should note that, while the International Maritime Solid Bulk Cargo Rules require shippers to provide the master or his representative with appropriate information about the cargo as early as possible before loading, in order to be able to take the necessary measures to properly stow the goods and transport them safely. However, according to Tongdai information, there have been inconsistencies between the cargo declaration and the inspection report of the cargo of the shipper at Pepel Port, which indicates that some shippers may not have fully assessed and understood the safety characteristics of the iron ore powder cargo to be shipped. If the shipper provides inaccurate and incomplete information before loading, it will also affect the results of subsequent moisture content testing of iron ore powder cargo during the loading process (e.g. cylinder test, can test) and may mislead the captain or the company.
In addition, members should also note that the cylinder test is only an empirical method to test the actual moisture content of the cargo, and the company and the captain cannot rely solely on whether there is water on the surface of the cargo in the cylinder as the only basis for judging whether the iron ore powder cargo is suitable for transportation.
3. Control the source of iron ore powder transportation
Members planning to load iron ore powder from Peper, Sierra Leone in the near future must take care to obtain up-to-date, complete, valid and accurate information from shippers on the physical and chemical properties of the goods to be shipped. The shipper shall make it clear that the shipper is obliged to comply with laws and regulations, strictly implement the requirements and procedures for the testing and analysis of moisture content and carriable moisture limits of fluidized cargo, and provide valid cargo moisture content certificates and carriable moisture limit allowable value certificates. The interval between the experimental time and the loading time for determining the transportable moisture limit of solid bulk cargo shall not exceed 6 months, and the interval between sampling/detection of cargo moisture content and loading time shall not exceed 7 days. Member companies and captains should actively obtain local meteorological information, and if precipitation occurs after inspection and before loading, shippers should be required to conduct further testing to ensure that the moisture content of the cargo is still below the transportable moisture limit.
If the captain can detect the actual condition of the cargo early and the information on the cargo declaration, it can solve problems and reduce delays before the cargo is loaded. Once goods with substandard moisture content are loaded onto the ship, the subsequent handling will be very tricky and members will face more safety and business risks. Therefore, before loading, members and captains should review the shipper’s cargo declaration and cargo test certificate in advance, and actively use empirical methods to verify the actual moisture content of the cargo.
4. Suggestions and conclusions
Member companies should be aware that despite the detailed provisions of IMSBC rules, in some areas, due to the lack of jurisdiction and backward technical equipment, there are still many Class A goods including iron ore powder goods that are inaccurate in the declaration information, improper care of goods before they are to be loaded on ship, and the actual moisture content of the goods does not meet the requirements, and the quality of their export goods is becoming more and more worrying.
According to the Association’s previous circulars, members should be aware of the risks of fluidized goods and take precautions, especially that captains should be aware that only compliant goods are allowed to be loaded onto ships under IMSBC rules, and that the loss prevention recommendations of the association’s previous circulars should be followed when transporting goods containing fine particles, including CSSC P&C [2011] No. 2 – Circular on the Safe Shipment of Concentrated Iron Ore in Indian Ports, regardless of the type of cargo declared by the shipper.
Members should follow the requirements of the association’s circular memorandum: CSSC P&P [2012] No. 09 – mandatory notification requirements regarding the dangers of transporting nickel mines from Indonesia, the Philippines and New Caledonia. Members planning to travel to Indonesia and the Philippines to ship nickel ore should notify the Association as soon as possible.
For the precautions for the safe transportation of bulk iron ore powder, please also refer to the association’s loss prevention information on the risk warning of transporting bulk iron ore powder (Iron Ore Fines).
Finally, we remind members that if there are any problems with the shipment of iron ore powder by a member ship at the port of Pepel in Sierra Leone, they can always contact the association for assistance.
