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Thomas Hofer - One of the best experts on this subject based on the ideXlab platform.
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dry Bulk Cargo shipping an overlooked threat to the marine environment
Marine Pollution Bulletin, 2016Co-Authors: Matthias Grote, Nicole Mazurek, Carolin Grabsch, Jana Zeilinger, Stephane Le Floch, Dierksteffen Wahrendorf, Thomas HoferAbstract:Approximately 9.5billiontonnes of goods is transported over the world oceans annually with dry Bulk representing the largest Cargo group. This paper aims to analyse whether the transport and associated inputs of dry Bulks into the sea create a risk for the marine environment. For this purpose, we analyse the international regulatory background concerning environmental protection (MARPOL), estimate quantities and identify inputs of such Cargoes into the oceans (accidental and operational), and use available information for hazard assessment. Annually, more than 2.15milliontonnes of dry Bulk Cargoes are likely to enter the oceans, of which 100,000tonnes are potentially harmful to the marine environment according to the definition included in draft maritime regulation. The assessment of the threat to the marine environment is hampered by a lack of available information on chemical composition, bioavailability and toxicity. Perspectives for amendments of the unsatisfying pollution prevention regulations are discussed.
Munro M - One of the best experts on this subject based on the ideXlab platform.
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Laboratory scale reproduction and analysis of the behaviour of iron ore fines under cyclic loading to investigate liquefaction during marine transportation
Elsivier (United Kingdom), 2018Co-Authors: Munro M, Mohajerani AAbstract:Specific hazards come with the transportation of solid Bulk Cargoes on Bulk carriers. One unexpected hazard is the liquefaction of the Cargo. Liquefaction is a phenomenon whereby cyclic or shock loading causes a commonly loose saturated material to flow like a liquid. Over the past 30 years, there have been 23 incidents in which liquefaction of the solid Bulk Cargo was the suspected cause of a Bulk carrier foundering. The result from performing the Modified Proctor/Fagerberg Test (MPFT) on iron ore fines provides what is referred to as the Transportable Moisture Limit (TML). The TML is a safe moisture content under which a Cargo is considered unable to liquefy while undergoing marine transportation. The objective of this study is to design and construct a scale model to test the conditions under which iron ore fines may liquefy, and to monitor the changes that occur within the material that may adversely affect the stability of the Cargo during marine transportation. The parameters that are believed to influence the liquefaction potential of iron ore fines, including pore air and water pressures, moisture migration, segregation as well as other changes in physical properties, are monitored and compared to the behaviour at the TML determined from the MPFT. This study concludes that moisture migration, caused by an increase in the pore pressure within the material, also causes segregation of the material to occur. This process creates portions of the sample that are much more likely to liquefy than the sample as a whole. The moisture content where this begins takes place is 1.5% less than the resulting MPFT TML. Overall, it is considered that the TML as a parameter to indicate liquefaction is inadequate, as liquefaction is much more complicated and cannot be simplified in this manner
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Bulk Cargo liquefaction incidents during marine transportation and possible causes
Pergamon Press (United Kingdom), 2017Co-Authors: Munro M, Mohajerani AAbstract:During marine transportation, a combination of cyclic loading, fine particles and moisture within a Bulk Cargo can result in liquefaction causing the Bulk carrier to list or capsize. The objective of this study is to investigate incidents where Bulk Cargoes liquefied during transportation and what resulted from these incidents, including the loss of human life and industry assets. In addition, the effectiveness of determining the Transportable Moisture Limit (TML) using the Modified Proctor/Fagerberg Test (MPFT) for Iron Ore Fines (IOF) is questioned by developing an apparatus used to observe the apparent shear strength of a sample of IOF. Between 1988 and 2016, 23 incidents were reported where liquefaction of a Bulk Cargo was suspected. These incidents resulted in 138 casualties and the loss of 17 vessels. It was found that incidents are continuing to occur even after the implementation of mandatory testing. Using an apparatus developed for this study, samples of IOF showed a sudden loss of shear strength at moisture contents lower than the TML with indications liquefaction had occurred. Although further testing is required to confirm some assumptions made, the study concluded that the IOF tested was assumed to be liquefiable at the TML determined using the MPFT
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Evaluation and validation of phenomena culminating in Cargoes of iron ore fines shifting during marine transportation
RMIT University, 2017Co-Authors: Munro MAbstract:In 2011, legislation that governs the safe transportation of solid Bulk Cargoes, known as the International Maritime Solid Bulk Cargoes Code (IMSBC Code), became mandatory under the SOLAS Convention. Included in this legislation are test methods used to determine a safe moisture content that certain solid Bulk Cargoes can contain, during transportation, if they have been deemed potentially liquefiable. Liquefaction of a Cargo solid Bulk Cargo during transportation can result in the Cargo shifting and altering the buoyancy of the transporting vessel. Depending on the mass of Cargo that shifts, it may result in the vessel listing or capsizing. Between 1988 and 2016, 23 incidents were reported where liquefaction of a solid Bulk Cargo was suspected. These incidents resulted in 138 casualties and the loss of 17 vessels. Due to the mandatory implementation of the IMSBC Code and the occurrences of incidents where liquefaction of iron ore fines was suspected during transportation, industries and research institutions were required to consider the adequacy of the current methods and/or amend or introduce a suitable method for testing the Cargo. The outcome of this work was the introduction of a new test method specifically designed for the testing of iron ore fines. The test, known as the Modified Proctor/Fagerberg Test (MPFT), was first introduced in 2013 and its use was made mandatory from January 2017. As previously stated, the MPFT was designed to determine a moisture content under which a Cargo of iron ore fines was considered unable to liquefy and therefore safe for marine transportation. During preliminary testing and investigations, questions arose surrounding the; validity of the test, methodology behind its creation, and whether liquefaction was indeed the correct phenomenon that was occurring, which resulted in Cargoes of iron ore fines shifting during marine transportation. The objective of this research was to investigate, at a fundamental level, the possible phenomena that may be responsible for Cargoes of iron ore fines shifting, in the holds of Bulk carriers, during marine transportation. In this study, both practical and theoretical analysis were employed to visualize as well as objectively quantify, both the cause and type of phenomena that may be possible. To fully understand and reproduce the possible phenomena, standard test methods were used, in combination with unique and novel methods, designed and developed during this study. Summarizing the information that was gathered and produced during this research resulted in conclusions regarding the validity of implementing the MPFT that is used to protect against liquefaction during marine transportation. It was concluded that there are multiple phenomena that can result in a Cargo of iron ore fines shifting in the hold of a Bulk carrier during marine transportation, with a sensitive dependence on initial conditions. Although liquefaction was the primary phenomenon suspected, this study concludes that liquefaction of the Cargo, as a whole, is unlikely. There are two likely phenomena that both masquerade as full Cargo liquefaction. The first phenomenon is identified as liquefaction, although not liquefaction of the Cargo as a whole as speculated. It was shown that moisture migration can occur towards the surface of the Cargo transporting fine particles creating areas of material with a greater potential to liquefy. This research also identified incremental collapse as another possible phenomenon that may occur resulting in a Cargo of iron ore fines shifting. Unlike partial liquefaction as described above, this phenomenon is most likely to occur to an untrimmed Cargo. Incremental collapse may ultimately result in a shear plane developing resulting in the Cargo abruptly shearing, such as occurs during a slope failure. These phenomena can be linked to the behaviour of the Cargoes and vessels described during the suspected liquefaction incidents investigated during this research. It was also concluded that the principal theory used to design and develop the MPFT is not one that is widely accepted in geotechnical engineering and soil mechanics to determine the liquefaction potential or cyclic behaviour of soils. It was identified that the moisture-holding ability of iron ore fines is a major influence in the likelihood of partial liquefaction occurring. Preventing moisture migration will likely prevent the possibility of partial liquefaction. During this research, the Transportable Moisture Limit (TML), the parameter determined using the MPFT, was consistently equal to or higher than the moisture contents measured where migration of moisture and fine particles were recorded. This indicated that if a Cargo of iron ore fines is loaded onto a Bulk carrier, at the TML, moisture migration may occur resulting in areas within the Cargo with a high potential to liquefy. The results from this study are based on the results from the testing of limited specimens of iron ore fines. The comments and conclusions made within this thesis relate to the assumption that iron ore fines, as a Cargo, have a constantly changing and significantly wide range of physical properties, from location to location, which has also been shown to be the case. The majority of the results from this research are presented in eight international journals, which are included in chapters within this thesis. Additional results that have not yet been published are currently being prepared or reviewed for publication. In this day and age, the loss of human life is unacceptable under any circumstance and must be avoided at all costs. Incidents occurring during the transportation of iron ore fines and other similar solid Bulk Cargoes can and must be avoided to protect the safety of maritime personnel, the environment, and prevent the needless loss of resources and assets. Hopefully, this research will not only improve safety at sea but may be built upon in the future and used for the analysis of other solid Bulk Cargoes where the occurrence of such phenomenon is still prevalent, such as nickel ore and/or bauxite
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A review of the newly developed method used to prevent liquefaction of iron ore fines on board Bulk carriers.
Australian Geomechanics Society (Australia), 2016Co-Authors: Munro M, Mohajerani AAbstract:Liquefaction is a commonly occurring problem affecting solid Bulk Cargoes on board Bulk carriers. If liquefaction of a solid Bulk Cargo occurs on board a Bulk carrier it can result in the vessel listing or capsizing resulting in the loss of human life and industry assets. Recent incidents involving Bulk carriers transporting iron ore fines has initiated research into, and implementation of, a new test method used to determine a safe moisture content at which it can be transported without being at risk of liquefying. The new test method, known as the Modified Proctor/Fagerberg Test, is to be amended in the International Maritime Solid Bulk Cargoes Code in 2015 and entered into force in 2017. The objective of this paper is to provide a review regarding the development of the Modified Proctor/Fagerberg Test developed by the Iron Ore Technical Working Group. The review focusses on the key findings from five publicly available reports released in 2013
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A review of the newly developed method used to prevent liquefaction of iron ore fines on Bulk carriers
Australian Geomechanics Society (Australia), 2016Co-Authors: Munro M, Mohajerani AAbstract:Liquefaction is a commonly occurring problem affecting solid Bulk Cargoes on board Bulk carriers. If liquefaction of a solid Bulk Cargo occurs on board a Bulk carrier it can result in the vessel listing or capsizing resulting in the loss of human life and industry assets. Recent incidents involving Bulk carriers transporting iron ore fines has initiated research into, and implementation of, a new test method used to determine a safe moisture content at which it can be transported without being at risk of liquefying. The new test method, known as the 'Modified Proctor/Fagerberg Test for Iron Ore Fines', has been amended in the 2015 edition of the International Maritime Solid Bulk Cargoes Code and will be entered into force in 2017. The objective of this paper is to provide a review regarding the development of the Modified Proctor/Fagerberg Test developed by the Iron Ore Technical Working Group. The review focusses on the key findings from five publicly available reports released in 2013
Mohajerani A - One of the best experts on this subject based on the ideXlab platform.
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Laboratory scale reproduction and analysis of the behaviour of iron ore fines under cyclic loading to investigate liquefaction during marine transportation
Elsivier (United Kingdom), 2018Co-Authors: Munro M, Mohajerani AAbstract:Specific hazards come with the transportation of solid Bulk Cargoes on Bulk carriers. One unexpected hazard is the liquefaction of the Cargo. Liquefaction is a phenomenon whereby cyclic or shock loading causes a commonly loose saturated material to flow like a liquid. Over the past 30 years, there have been 23 incidents in which liquefaction of the solid Bulk Cargo was the suspected cause of a Bulk carrier foundering. The result from performing the Modified Proctor/Fagerberg Test (MPFT) on iron ore fines provides what is referred to as the Transportable Moisture Limit (TML). The TML is a safe moisture content under which a Cargo is considered unable to liquefy while undergoing marine transportation. The objective of this study is to design and construct a scale model to test the conditions under which iron ore fines may liquefy, and to monitor the changes that occur within the material that may adversely affect the stability of the Cargo during marine transportation. The parameters that are believed to influence the liquefaction potential of iron ore fines, including pore air and water pressures, moisture migration, segregation as well as other changes in physical properties, are monitored and compared to the behaviour at the TML determined from the MPFT. This study concludes that moisture migration, caused by an increase in the pore pressure within the material, also causes segregation of the material to occur. This process creates portions of the sample that are much more likely to liquefy than the sample as a whole. The moisture content where this begins takes place is 1.5% less than the resulting MPFT TML. Overall, it is considered that the TML as a parameter to indicate liquefaction is inadequate, as liquefaction is much more complicated and cannot be simplified in this manner
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Bulk Cargo liquefaction incidents during marine transportation and possible causes
Pergamon Press (United Kingdom), 2017Co-Authors: Munro M, Mohajerani AAbstract:During marine transportation, a combination of cyclic loading, fine particles and moisture within a Bulk Cargo can result in liquefaction causing the Bulk carrier to list or capsize. The objective of this study is to investigate incidents where Bulk Cargoes liquefied during transportation and what resulted from these incidents, including the loss of human life and industry assets. In addition, the effectiveness of determining the Transportable Moisture Limit (TML) using the Modified Proctor/Fagerberg Test (MPFT) for Iron Ore Fines (IOF) is questioned by developing an apparatus used to observe the apparent shear strength of a sample of IOF. Between 1988 and 2016, 23 incidents were reported where liquefaction of a Bulk Cargo was suspected. These incidents resulted in 138 casualties and the loss of 17 vessels. It was found that incidents are continuing to occur even after the implementation of mandatory testing. Using an apparatus developed for this study, samples of IOF showed a sudden loss of shear strength at moisture contents lower than the TML with indications liquefaction had occurred. Although further testing is required to confirm some assumptions made, the study concluded that the IOF tested was assumed to be liquefiable at the TML determined using the MPFT
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A review of the newly developed method used to prevent liquefaction of iron ore fines on board Bulk carriers.
Australian Geomechanics Society (Australia), 2016Co-Authors: Munro M, Mohajerani AAbstract:Liquefaction is a commonly occurring problem affecting solid Bulk Cargoes on board Bulk carriers. If liquefaction of a solid Bulk Cargo occurs on board a Bulk carrier it can result in the vessel listing or capsizing resulting in the loss of human life and industry assets. Recent incidents involving Bulk carriers transporting iron ore fines has initiated research into, and implementation of, a new test method used to determine a safe moisture content at which it can be transported without being at risk of liquefying. The new test method, known as the Modified Proctor/Fagerberg Test, is to be amended in the International Maritime Solid Bulk Cargoes Code in 2015 and entered into force in 2017. The objective of this paper is to provide a review regarding the development of the Modified Proctor/Fagerberg Test developed by the Iron Ore Technical Working Group. The review focusses on the key findings from five publicly available reports released in 2013
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A review of the newly developed method used to prevent liquefaction of iron ore fines on Bulk carriers
Australian Geomechanics Society (Australia), 2016Co-Authors: Munro M, Mohajerani AAbstract:Liquefaction is a commonly occurring problem affecting solid Bulk Cargoes on board Bulk carriers. If liquefaction of a solid Bulk Cargo occurs on board a Bulk carrier it can result in the vessel listing or capsizing resulting in the loss of human life and industry assets. Recent incidents involving Bulk carriers transporting iron ore fines has initiated research into, and implementation of, a new test method used to determine a safe moisture content at which it can be transported without being at risk of liquefying. The new test method, known as the 'Modified Proctor/Fagerberg Test for Iron Ore Fines', has been amended in the 2015 edition of the International Maritime Solid Bulk Cargoes Code and will be entered into force in 2017. The objective of this paper is to provide a review regarding the development of the Modified Proctor/Fagerberg Test developed by the Iron Ore Technical Working Group. The review focusses on the key findings from five publicly available reports released in 2013
Paul Turner - One of the best experts on this subject based on the ideXlab platform.
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modelling the supply chain impact of a digital terminal appointment systems parameters and user behaviours a discrete event simulation approach
Australasian Conference on Information Systems, 2019Co-Authors: M Neagoe, Hh Hvolby, Paul TurnerAbstract:This research-in-progress paper is part of an ongoing investigation that explores the role of information and digital systems for understanding congestion challenges and management approaches in Bulk Cargo marine terminals and supply chains. This paper contributes to the broader investigation by developing a discrete-event simulation model to improve understanding of the impact of driver behaviors and scheduling parameters in the use of a digital terminal appointment system on truck flows in the supply chain and turnaround times at the terminal. The data supporting the simulation model was collected from an RFID-enabled weigh-bridge system of an Australian terminal operator and GPS units mounted on trucks. Simulation results indicate that even low levels of system use can reduce truck turnaround times and reduce service time uncertainty. Interestingly, the truck turnaround time benefits resulting from the use of the appointment system are particularly significant when the terminal operates at high capacity.
Matthias Grote - One of the best experts on this subject based on the ideXlab platform.
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dry Bulk Cargo shipping an overlooked threat to the marine environment
Marine Pollution Bulletin, 2016Co-Authors: Matthias Grote, Nicole Mazurek, Carolin Grabsch, Jana Zeilinger, Stephane Le Floch, Dierksteffen Wahrendorf, Thomas HoferAbstract:Approximately 9.5billiontonnes of goods is transported over the world oceans annually with dry Bulk representing the largest Cargo group. This paper aims to analyse whether the transport and associated inputs of dry Bulks into the sea create a risk for the marine environment. For this purpose, we analyse the international regulatory background concerning environmental protection (MARPOL), estimate quantities and identify inputs of such Cargoes into the oceans (accidental and operational), and use available information for hazard assessment. Annually, more than 2.15milliontonnes of dry Bulk Cargoes are likely to enter the oceans, of which 100,000tonnes are potentially harmful to the marine environment according to the definition included in draft maritime regulation. The assessment of the threat to the marine environment is hampered by a lack of available information on chemical composition, bioavailability and toxicity. Perspectives for amendments of the unsatisfying pollution prevention regulations are discussed.
