SNAME Greek Section Presentation By Eur. Ing. Peter D. Contraros - - PowerPoint PPT Presentation

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Risks of IACS Classed “Container Carriers” Change Class Notation to "General Cargo" that can carry High Density Break Bulk Cargo Including Iron Ore/Steel Products & Class Certification

SNAME Greek Section Presentation

By

• Eur. Ing. Peter D. Contraros C.Eng MRINA

[Permanent Member of RINA’s Delegation at IMO]

PDC Maritime S.A. Naval Architects & Marine Corrosion Consultants

c/o AP&A Ltd – 32, The Mall, London W5 3TJ E-mail: mail@pdcmaritime.com Tel:+44 208 202 0573 Mob: +44 (0) 7866 459893 (UK) Mob: + 30 6942 42 3690 (Greece) Web Site: www.pdcmaritime.com

The study commissioned by the “American P& I Club”

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• Regulatory Requirements
• Stability [Intact & Damage]
• Damage experience
• Longitudinal strength [Buckling]
• Structural behaviour when carrying high density cargoes (i.e. steel

products or iron ore)

• Unloading iron ore by grabs and mechanical shovels (bulldozers)
• Application of IACS UR S26 S27 - Modified Ship
• Dangerous Goods – limitations for the Modified Ship
• Conclusions

Design Issues for Conversion of Container Ship into General Cargo Ship

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Geometry Container Carriers –v– Bulk Carriers

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Three Dedicated Container Carriers carrying Class Certificates as General Cargo used as a basis of the study L = 190 m ≈ 2100 TEUs – DWT 34,000 B = 28.0 m Year of Built 1987, 1987 & 1989 D = 15.5 m/11.0m Changed to General Cargo Suitable to Carry Iron Ore

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Bulk Carriers (as defined in SOLAS Ch. XII – CSR for Bulk Carriers)

• BC-A (Max. Cargo density ≤ 3.0 t/m3) - max. tank top loading

Iron Ore Alternate Holds and/or Iron Ore in Homog. Mode + GRAB(20)

• BC-B (Max. Cargo Density ≤ 3.0 t/m3) - max. tank top loading

Iron Ore in Homogeneous Mode + GRAB(20)

• BC-C (Max. Cargo Density < 1.0 t/m3)
• Number & size of steel coils on wooden dunnages for BC-A & BC-B
• Flooding of each cargo applies
• Damage & Intact Stability applies
• Rate of ballast/de-ballasting over 600 tons/hour (about Handy size BC DWT=35,000)

Container Carriers

• Maximum carrying Capacity of TEUs

General Cargo Vessels

• Perhaps max. tank top loading
• Number & size of steel coils on wooden dunnages
• Damage & Intact Stability applies (new ships & SOLAS major conversions)
• Rate of ballast/de-ballasting about 400 tons/hour (for GC of DWT=35,000)

Class Notations Ship Types & related cargo densities

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2009 is also included by

IMO as an additional ship shape for compliance with SOLAS Ch. XII

SOLAS Ch. XII & IX Definition of Ships Carrying Heavy Bulk Cargoes Bulk Carrier as defined in IACS Z11.2.2

7 Highest filing Lowest filing

If the ratio of

Lowest filing

• 1.2 Then the Loading is NOT Homogeneous

[as per IACS UR S18.1] Highest filing

Homogeneous Loading Condition

Definition of Homogeneous Loading Conditions – Definitions

No Homogeneous

Loading Condition

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• Removal of Cell Guides
• Approval of Intact Stability (IMO Res A.749(18)) & Loading

Manual for carrying cargoes Homog. with max. S.G. 3.588 t/m3 or in another occasion approval for above for a single intern. voyage with iron ore cargoes with density of 1.5 t/m3 (DRI included). No damage (probabilistic) stability analysis requested by Class to be carried out

• Checking / renewals of some hatch cover’s rubber packing but

not testing required for wather-tightness as a General Cargo

• Class Certificates issued stating that the vessel is General Cargo

Carrier + Registry on behalf of Flag Admin. or Statement of fact that the vessel may carry ore from Venezuela to China –Without notifying the Flag Administration as a major conversion Container Carrier Changed Class Notation to General Cargo (Cert. issued by an IACS Class)

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• Is it considered Major Conversion as per SOLAS Ch-1 Reg. 1(b)?

[a major maritime flag Admin. confirmed that is a Major Conversion]

• Intact & Damage stability required to be carried out for the

anticipated loading including iron ore [Risk – if not carried out]

• Is Hatch Cover tested for weathertightness as per ICLL

[Risk of fire – explosion – damage of cargo – flooding]

• What is the rate of loading and unloading as a function of ballasting &
• de-ballasting capability of the vessel ? [Operational Risk]
• Is the vessel’s structure (local and buckling due to long. strength –

increased GM) suitable to carry Iron Ore & steel products? [Structural Risk]

• Is the vessel capable to unload by GRAB & mechanical shovels (i.e.

bulldozers)? [Structural Risk]

Container Carrier converted to General Cargo Questions to be asked & Applicable Rules - Risk

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Comparison of two similar in geometry and size vessels with different scantlings

31.0DH36 12.0 10.0 10.0 12.0 14.0 – Spacing 868 31.0 EH36 31.0 EH36 Spacing 868 725

• Spac. 845

15.5 ≈12,000

L = 190 m B ≈ 28.0 m D = 15.5 m / 11.0 m ≈ 2100 TEUs DWT ≈ 34,000

• Max. Tank Top Load: 13.5 t/m2

Iron Ore (Hom) S.G. 3.55 t/m3 No GRAB Notation Not specified Steel Coils Year of Built 1987 & 1989 Dedicated Container Carrier [re-classed as General Cargo] Bulk Carrier BC-A [Iron Ore in Altern./Homog. Loading]

1480 1780 34.0DH36 24.0AH32 14.0 20.5 20.5 Spacing 810

• Sp. 825

22.5– Spac. 800 ≈12.500 34.0 EH36 23.5AH32 15.0AH32

Risk - Structural Damages of converted Container Carrier

L = 180.0 m B ≈ 29.0 m D = 15.0 m / 10.5 m DWT ≈ 34,000

• Max. Tank Top Load: 22.0 t/m2

Iron Ore (Hom) S.G. 3.0 t/m3 Mandatory GRAB(20) Notation Steel Coils: 2 tiers of 1.6 m x15T/coil

• n 3 dunnages

Year of Built 2010

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Bulk Carrier Loading in an Iron Ore Terminal Currently is reaching 12,000 tons per hour Vessel’s rate of ballasting & de-ballasting - RISK

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Damage Experience of Vessel during loading while is de-ballasting – RISK

Not required by Class

See anything wrong???

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Damage Experienced by M/V MSC NAPOLI caused by BUCKLING due to Hull Girder Strength - RISK?

Class’s Justification – As Quoted from MAIB Report: ”The classification rules applicable at the time of the vessel’s construction did not require buckling strength calculations to be undertaken beyond the Vessel’s amidships area“

PROBLEM EXAMINED WHILE SHIP AFLOAT NOT IN THE SEA BED

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Increase of Dynamic Loading caused by High Density Cargoes Increase of GM will result to:

• Reduce the period thus increase accel.
• Loads at Inner skin increased
• Risk of damage of Inner Skin structure
• Unsustainable acceleration at bridge (Human Risk)

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Inner Bottom Plating of Container Carriers is not designed to carry Steel Products / Coils

Point Loads on I. Btm Plating & Stiffeners

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Relaxation of weather-tightness applicable to Container Carriers and not to General Cargo Carrier & yet the ships certified to carry iron ore products - RISK???

2 heights of Superstructure 2 x 2300 = 4600 mm

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FBD Dk . 4900

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Hatch Cover & Coamings Risks against Weather-tightness

Hatch Cover Closed Compression bar Compression bar

Container Carrier Hatch Coaming without compression bar Risk – Weather-tightness not assured Bulk Carrier Hatch Coaming with compression bar Minimal Risk – Cargo Damage & Explosion

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Typical of hatch covers of Container Carrier converted into General Cargo that may carry iron ore (including DRI) as Certified by IACS Class Torn rubber packing at hatch cover panel Expanding foam had been placed at side

• f hatch panel prior to tightness testing

19 DB Girders transfer the load to T. BHDs and then to Side Shell

Uncertainties as per IACS Recom. 46 for Bulk Carriers – Risks for Cargo Ships?

Asymmetric loading during Ballast Exchange

Coating in DB constantly suffered from mechanical damages starting from the 1st day of grab use IACS States: “It is recommended that high density cargo be stowed uniformly over the cargo space“

Theoretical Explanation

IACS UR S1A Requirements BLOCK LOADING (every two adjacent Holds Loading versus Draught)

Container vessel converted to General Cargo suitable to carry iron ore cargoes Homog.

Theoretical Explanation

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Required Plate Thickness due to GRAB loading for a list of containers built around 80s - around 200 m in length – RISK?

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A list of Bulk Carriers built between 80s - 90s and about 200 m in length - Limited Risk

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Typical Unloading by 20 ton Grabs and Bulldozers – RISK? Not required by Class for a General Cargo Carrier Major Operational Risk

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>8 ton

Typical Cargo Hold of a KAMSARMAX B/C Unloading grain - Amsterdam’s Cargill Grain Terminal

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DRI (fines) fire following contamination with sea water No weather-tight hatch covers will increase RISK

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• DRI (A) Briquettes, hot moulded
• Monitoring requirements
• DRI (B) Lumps, pellets, cold-moulded briquettes
• Moisture < 0.3%
• Hold must be inerted
• Monitoring requirements
• DRI (C) By products
• Moisture < 0.3%
• Hold must be inerted
• Monitoring requirements

Carriage of DRI as per INTERCARGO

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Positions of the Vents IACS UR S26 & S27

Fore Deck layout of the inspected ship Fore Deck of MV Derbyshire

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Typical obstructions – Risk to damage from Grabs

Shelves + Container Fittings At T. BHD

Container Carrier w/o the Cell Guides with potential Risk to damages during unloading Bulk Carrier with smooth surfaces with minimal Risk to damages during unloading

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Aftermost CH of a Container Carrier Aftermost CH of a Bulk Carrier

Smooth Surfaces

Inner BTM Shelves + Container Fittings At T. BHD

Typical obstructions – Risk to damage from Grabs

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Typical obstructions – Risk to damage from Grabs

• No. 1 Cargo Hold of a Container Carrier

with typical shelves for container stack

• No. 1 Cargo Hold of a Bulk Carrier with

clear surfaces for loading bulk cargoes

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CONCLUSIONS

Conversion of a dedicated Container into General Cargo Carrier is a change of vessel type & as such, should be considered to be major conversion & satisfy the following:

• Damage stability (probabilistic approach)
• Calculate Hull Girder Strength including Buckling as per IACS UR S11
• Prohibit to carry any form of DRI Ore
• Prohibit to carry any Iron Ore unless the Hull is strengthened for use of

GRAB(20)

• Ballasting and De-ballasting should be controlled by prepared Loading

Conditions

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CONCLUSIONS (cont’)

• Class should address the Conversion as a “Major Conversion” (SOLAS)

subject to the Flag Administration written agreement

• Heavy Density Bulk Cargoes like Steel Products / Coils should be

approved by Class accounting for Dynamic Loading

• Trimming of Cargo is to be calculated and specified in the O.M.
• Hatch Covers are to be modified in order to maintain weather-tightness

at all times – Small hatches and Vents fwd to comply with IACS UR S26 & S27

• Structure assessment for use of GRAB & mechanical shovels
• Minimise obstructions to avoid risks to stevedores damage

END

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