The Safe Carriage Of Nickel Ore IMSBC RINA additional class notations

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ENVIRONMENT & SUSTAINABILITY
The Safe Carriage Of Nickel
Ore
IMSBC RINA additional class notations
A number of recent bulk carrier losses have been attributed to the liquefaction
of wet nickel ore cargoes.
The mandatory application of the International Maritime Solid Bulk Cargoes
(IMSBC) Code enhances the safety of bulk carriers through the setting of
constructional and operative requirements.
According to the IMSBC Code, Group A cargoes are those cargoes which may
liquefy if shipped at moisture content in excess of their Transportable Moisture
Limit (TML).
RINA deems that there is still the need to set out details of how to safely carry
nickel ore and other unprocessed ores, which may liquefy during
transportation.
Essentially, the rules say vessels, unless specifically designed or modified, may
load these ores if the Transportable Moisture Limit is not exceeded.
Establishing that is difficult and the moisture content is easily affected by
recent rain or other factors. It is much safer to design or convert the ship to
withstand liquefaction of the cargo.
RINA’s new notation IMSBC-A may be assigned to ships specially constructed
or specially fitted for the carriage of Group A cargoes having actual moisture
content in excess of their TML. RINA’s new notation applies to a number of
cargoes which may liquefy and a full list is available.
RINA
New Notations
IMSBC-A
Stability and strength requirements to verify the adequacy of the ships to support cargo
liquefaction of IMSBC Group A cargoes, when transported at a moisture content exceeding the
cargo TML.
IMSBC-nitrate
Fire protection and stability requirements for the carriage of nitrate cargoes.
IMSBC-non cohesive
Stability requirements for the carriage of bulk cargoes with angle of repose not greater than 30°
(non cohesive materials).
IMSBC RINA additional class notations
The RINA notation IMSBC-A certifies that appropriate stability and strength
verifications have been carried out to assess the ship capability to sustain cargo
liquefaction in all the holds where it is intended to be carried.
Fine ore cargoes, such as nickel ore, can safely be carried, at any moisture
content, on ships specifically designed or modified to the RINA criteria.
Cargo sampling and testing for the purpose of verifying moisture content is not
necessary when cargo is loaded on ships complying with the RINA criteria.
The RINA criteria are applicable to a variety of ship types, e.g. bulk carriers
with holds extending over the whole ship breadth, as well as to large ore
carriers with two longitudinal bulkheads.
SOUTH AMERICA
ph. +55 21 25187545
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NORTH AMERICA
ph. +1 954 8380408
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NORTHERN & WESTERN EUROPE
CENTRAL & EASTERN EUROPE
ph. +31 10 4147444
ph. +90 216 5715400
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ASIA
ph. +86 21 32260911 [email protected]
ITALY
ph. +39 081 6907711 [email protected]
Technical Services ph. +39 010 5385667 [email protected]
RINA SERVICES S.p.A. via Corsica, 12 16128 Genova Italy ph. +39 010 53851 [email protected]
www.rinagroup.org
www.rina.org
nickel_ore_jun14
RINA SERVICES S.p.A. is the RINA Group company active in classification, certification, inspection and testing services. RINA is a
multi-national Group which offers verification, certification, conformity assessment, marine classification, environmental
enhancement, product testing, site and vendor supervision, training and engineering consultancy across a wide range of industries
and services. RINA operates through a network of companies covering Marine, Energy, Infrastructures & Construction, Transport &
Logistics, Food & Agriculture, Environment & Sustainability, Finance & Public Institutions and Business Governance. With a
turnover of over 294 million Euros in 2013, over 2,500 employees, and 163 offices in 57 countries worldwide, RINA is recognized as an
authoritative member of key international organizations and an important contributor to the development of new legislative
standards.
Elefo
To meet RINA’s new standards, bulk carrier vessels may have to install
additional longitudinal bulkheads in some holds. The estimated investment for
converting a supramax bulk carrier is around US$3m, but the vessel retains
full deadweight capability and flexibility for other trades.