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

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” 1

Design Issues for Conversion of Container Ship into General Cargo Ship • 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 2

Geometry Container Carriers – v – Bulk Carriers 3

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 4

Class Notations Ship Types & related cargo densities 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) 5

SOLAS Ch. XII & IX Definition of Ships Carrying Heavy Bulk Cargoes Bulk Carrier as defined in IACS Z11.2.2 2009 is also included by IMO as an additional ship shape for compliance with SOLAS Ch. XII 6

Definition of Homogeneous Loading Conditions – Definitions Homogeneous Loading Condition Highest filing  1.2 Then the Loading is NOT Homogeneous If the ratio of Lowest filing [as per IACS UR S18.1] No Homogeneous Loading Condition Highest filing Lowest filing 7

Container Carrier Changed Class Notation to General Cargo (Cert. issued by an IACS Class) • 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 8

Container Carrier converted to General Cargo Questions to be asked & Applicable Rules - Risk • 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] 9

Comparison of two similar in geometry and size vessels with different scantlings Bulk Carrier BC-A Dedicated Container Carrier [Iron Ore in Altern./Homog. Loading] [re-classed as General Cargo] Risk - Structural Damages of converted Container Carrier 31.0 EH36 31.0DH36 L = 190 m 31.0 EH36 B ≈ 28.0 m 34.0DH36 725 34.0 EH36 D = 15.5 m / 11.0 m L = 180.0 m Sp. 825 B ≈ 29.0 m ≈ 2100 TEUs 12.0 D = 15.0 m / 10.5 m 24.0AH32 23.5AH32 DWT ≈ 34,000 14.0 – Spacing 868 DWT ≈ 34,000 Spacing 810 Spacing 868 10.0 Max. Tank Top Load: 13.5 t/m 2 Max. Tank Top Load: 22.0 t/m 2 14.0 Iron Ore (Hom) S.G. 3.55 t/m 3 Iron Ore (Hom) S.G. 3.0 t/m 3 10.0 No GRAB Notation 20.5 Mandatory GRAB(20) Notation 15.0AH32 Not specified Steel Coils Steel Coils: 2 tiers of 1.6 m x15T/coil on 3 dunnages 12.0 Year of Built 1987 & 1989 20.5 Year of Built 2010 22.5 – Spac. 800 • Spac. 845 15.5 10 ≈ 12.500 ≈ 12,000 1480 1780

Bulk Carrier Loading in an Iron Ore Terminal Currently is reaching 12,000 tons per hour Vessel’s rate of ballasting & de -ballasting - RISK 11

Damage Experience of Vessel during loading while is de-ballasting – RISK Not required by Class See anything wrong??? 12

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 13

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) 14

I nn er Bottom Plating of Container Carriers is not designed to carry Steel Products / Coils Point Loads on I. Btm Plating & Stiffeners 15

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 . 4900 FBD Dk . 16

Hatch Cover & Coamings Risks against Weather-tightness Container Carrier Bulk Carrier Hatch Coaming without compression bar Hatch Coaming with compression bar Risk – Weather-tightness not assured Minimal Risk – Cargo Damage & Explosion Compression bar Hatch Cover Closed Compression bar 17

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 Expanding foam had been placed at side hatch cover panel of hatch panel prior to tightness testing 18

Uncertainties as per IACS Recom. 46 for Bulk Carriers – Risks for Cargo Ships? DB Girders transfer the load to T. BHDs and then to Side Shell IACS States: “It is recommended that high density cargo be stowed uniformly over the cargo space“ Asymmetric loading during Ballast Exchange Coating in DB constantly suffered from mechanical damages starting from the 19 1 st day of grab use

IACS UR S1A Requirements Container vessel converted to BLOCK LOADING General Cargo suitable to carry iron ore cargoes Homog. (every two adjacent Holds Loading versus Draught) Theoretical Explanation

Theoretical Explanation

Required Plate Thickness due to GRAB loading for a list of containers built around 80s - around 200 m in length – RISK? 22

A list of Bulk Carriers built between 80s - 90s and about 200 m in length - Limited Risk 23

Typical Unloading by 20 ton Grabs and Bulldozers – RISK? Not required by Class for a General Cargo Carrier Major Operational Risk 24

Typical Cargo Hold of a KAMSARMAX B/C Unloading grain - Amsterdam’s Cargill Grain Terminal >8 ton 25

DRI (fines) fire following contamination with sea water No weather-tight hatch covers will increase RISK 26

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Carriage of DRI as per INTERCARGO • 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 28

Positions of the Vents IACS UR S26 & S27 Fore Deck layout of the inspected ship Fore Deck of MV Derbyshire 29