A new voice has entered the discussions surrounding bulk carrier design and the safe handling of cargo. Recognition of the mutual dependence of the bulk carrier and the terminal has long been overlooked at the design stage, however when the new bulk carrier measures are discussed in IMO, the missing link, the terminal operators, will also have their say.
"We are bringing to the debate a voice that has not been heard before," says Richard Peckham, co-ordinator of the International Dry Bulk Terminals Contact Group (DBTG). "There are many issues in the design of new bulk carriers that need to be looked at from a terminal’s point of view. The question of implementing double side skins is a good example of new steps that we think will increase the efficiency of cargo discharge, especially non-free flowing material."
Cost benefits
"Statistics from a number of terminals reveal that average daily discharge rates for coal from a double-skinned vessel are 10 per cent higher than other ships with conventional hold configurations. With fewer hold impediments, the amount of damage per tonne discharged from the same size of ship was six times lower than average. In our view, all this suggests significant cost benefits over the vessel’s life for the operator of a double-skinned ship."
Mutual concerns
The double-sided hull is one of several issues raised by DBTG to IACS on bulk carrier design, the main point being that terminals and bulk carriers are completely dependent on each other for their livelihoods and therefore share many areas of mutual concern. DBTG has highlighted other areas and questions that should also be addressed, such as:
- The design of ladders and platforms to ensure safe and easy access to holds.
- Whether vessels should have an additional margin of strength to limit the negative impact of overloading. The development of a standard, integrated system for measurement and communication to monitor and control loading volumes precisely.
- Vessel design should be adjusted to accommodate the carriage of multi-grade parcels and part loading at more than one terminal.
- What shipowners see as vulnerable areas, subject to persistent damage, are more often considered by terminal operators to be design impediments affecting efficient handling and operational safety.
Consistency
By tradition, dry bulk terminals around the world have worked largely independently from one another. Now, through the foundation of the DBTG, in the light of the discussions about bulk carrier safety and the development of the IMO BLU Code (The Code of Practice for the Safe Loading and Unloading of Bulk Carriers), members of the terminals group are working together to develop harmonised procedures for ship and terminal interface, based on known best practice.
Obviously, it is hoped that this will assist both the terminal operator and the ship operator to enhance safety and efficiency at the interface. At the same time, such work should help maritime safety authorities to interpret and enforce national and international rules and regulations in a consistent manner.
DBTG believes that to ensure safety and efficiency at the ship/terminal interface, it is important for all relevant parties to work together. In this respect DBTG enjoys a close working relationship with other industry organisations such as DNV, BIMCO and Intercargo.
Together with CETOA (Coal Exporting Terminal Operators’ Association), DBTG has consultative status at IMO through the International Bulk Terminals Association. The work by DBTG on harmonised procedures is expected to form the basis for a submission to IMO later this year to assist the discussions about the proposed new Bulk Loading and Unloading (BLU) Manual.