IMSBC装载法的修改
2011.10.01
近年来矿砂石于运输途中液化事件频频发生, 严重者包括去年中国三条从印尼装载镍矿砂货船的沉没, 除此以外淡水河谷从巴西运到中国的铁矿砂也发生高度液化的事件. 因此所有航运组织,团体,政府和船级社联合呼吁IMO 对 IMSBC 公约必须尽快修改及加强矿砂装货前检验之方式以便确保船员的安全.( 图1 and 2).
下面是摘自贸易风9月14月的文章:
Massive push to beat ore problem
After some major casualties caused by the liquefaction of dry-bulk cargoes, a move is on to rewrite the rulebook.
Industry and governments are joining forces in an unprecedented call for changes to the regulation of the carriage of dry-bulk cargoes in a bid to end a spate of major casualties.
More than a dozen papers with wide-ranging proposals from leading industry associations and the governments of France, Norway, Japan, China, Brazil and others are to be tabled at the International Maritime Organisation (IMO) in London next week.
They are asking the subcommittee on dangerous goods, solid cargoes and containers to change the International Maritime Solid Bulk Cargo (IMSBC) code to increase the regulatory obligation on shippers to correctly declare and test cargoes that are prone to liquefy.
Last week, TradeWinds exclusively revealed another case of severe liquefaction of a dry-bulk cargo on the 206,000-dwt BW Odel (built 2007) loaded in Brazil that has kept the vessel anchored off the island of Mauritius for almost four months. But the move to take action was prompted by the sinking of three Chinese vessels carrying Southeast Asian nickel ore to the Far East last year.
One of the most far reaching submissions comes from an industry alliance of the International Group of protection-and-indemnity (P&I) Clubs, Intercargo, Bimco, the International Chamber of Shipping (ICS) and International Union of Marine Insurance (IUMI), which calls for shippers to test cargo to the extent that they can prove it is safe until it is loaded on board the vessel.
This is because cargo is often tested in a dry state but can later become dangerously wet shortly prior to loading when it is kept in open barges exposed to seawater and rain.
It also wants the IMSBC code to ensure the “competent authority” that approves the testing of cargoes is “independent from the shipper” and suggests the ship’s master or nominated technical representative should have access to stockpiles and loading installations to take samples to independently test cargoes. The submission recommends: “Responsibility for the safety of the ship lies with the master and it is reasonable for the master or their nominated representative to satisfy themselves, as far as practicable, that the shipper’s declaration is accurate and the procedures have been followed.”
Among other proposals from national states, France wants a change in testing procedures, while Japan is proposing an assessment of cargoes prone to liquefaction that are not listed in the IMSBC code. Norway has also tabled a proposal for a new specific category for iron-ore fines in the IMSBC code to prevent it being declared as a cargo that does not liquefy. China is proposing an independent sampling, testing and certification scheme for solid-bulk cargoes.
One delegate said: “With the exception of India, we have seen a determined response from the main dry-bulk export and import countries to bring to an end this problem with liquefaction and misdeclaration of cargoes.”
However, change is unlikely to come soon. Even if the IMO reaches an agreement it will be two years before the amendments make it into the IMSBC code.
In a separate development, Japan wants the IMO to consider specific categorisations of a total of 68 separate dry-bulk cargoes, many of which are related to the waste generated by the earthquake and tsunami in March.
Among the cargoes it seeks to categorise are debris, crushed plastics, clinker ash, contaminated soil, processed sludge, earth and sand containing debris and broken concrete pieces and gravel.
By Adam Corbett London
Published: 22:01 GMT, 15 Sep 11 | updated: 19:29 GMT, 14 Sep 11
