Carriage of iron ore fines that may liquefy (IMO)
DSC.1/Circ.66
7 October 2011
1 The Sub-Committee on Dangerous
Goods, Solid Cargoes and Containers (DSC), at its fifteenth session
(13 to 17 September 2010), considered a preliminary report
submitted by a Member Government relating to two recent serious
casualties in the monsoon season of 2009 and many near misses
reported by the ship masters on ships engaged in the carriage of
iron ore fines. The Sub-Committee at its sixteenth session (19 to
23 September 2011), further considered a number of submissions from
Member Governments and industry groups relating to the development
of a schedule for iron ore fines for inclusion into the IMSBC Code.
Such discussions have not been finalized.
2 In considering the above, the
Sub-Committee concluded that as iron ore fines is not specifically
listed in the IMSBC Code:
-
there is a need to raise awareness
despite the efforts made by the various protection and indemnity
clubs and other reporting casualty services, informing of the
probable dangers of liquefaction associated with carriage of iron
ore fines;
-
until a definition of iron ore fines
is incorporated into the IMSBC Code and for the purpose of
providing reference, the Sub-Committee took note that iron ore
fines is considered to be a cargo mainly constituted by iron
bearing minerals with a size up to 6.35 mm. If there is a question
about the applicability of this circular for a specific particle
size distribution of iron ore, advice should be sought from the
competent authority of the port of loading;
-
iron ore fines may liquefy and
should be treated as such, in particular the Master should refer to
section 7 of the IMSBC Code, which warns about cargoes that may
liquefy;
-
if this cargo is shipped with
moisture content in excess of its transportable moisture limit
(TML) there is a risk of cargo shift, which may result in
capsizing;
-
the Master should be aware that some
shippers have in the past declared this cargo under the "iron ore"
schedule in the IMSBC Code, which is classified as a Group 'C'
cargo;
-
the Master should not accept this
cargo for loading unless the moisture content of the cargo
indicated in the certificate is less than its TML; and
-
the Master should exercise good
seamanship and observe current best
practice when handling and carrying this cargo, such as the use
of
specifically designed filters to protect the cargo holds bilge
covers to stop
the ingress of this fine cargo into the bilge wells. For further
guidance, refer
to sections 7 and 8 of the IMSBC Code.
3 It should be noted that the sixteenth session of the
Sub-Committee established a correspondence group to develop
schedules for iron ore fines for inclusion in the
IMSBC Code with particular reference to the phenomenon of
liquefaction in some types of iron ore fines. Until the new
schedule is finalized, competent authorities, shippers and Masters
should take into account section 1.3 of the Code. Member
Governments and international organizations are invited to submit
relevant information regarding the safe handling and carriage of
this cargo to this Correspondence Group and the Organization.
4 Member Governments are also invited to bring the above
information to the attention of shippers, terminal operators,
shipowners, ship operators, charterers, shipmasters and all other
entities concerned, requesting that extreme care and appropriate
action be taken, taking into account the provisions of relevant IMO
instruments when handling and carrying iron ore fines in
bulk.
5 This circular supersedes DSC.1/Circ.63.
Further information can be obtained from the International
Maritime Organizarion website: www.imo.org/