Meunarodni pomorski pravilnik o sigurnom prijevozu krutih rasutih tereta

Meunarodni pomorski pravilnik o sigurnom prijevozu krutih rasutih tereta

International Maritime Solid Bulk Cargoes (IMSBC) Code

Abstract

International Maritime Solid Bulk Cargoes (IMSBC) Code, adopted on 4 December 2008 by MSC Resolution 268(85), and made mandatory by amendments to chapters VI and VII of the International Convention for the Safety of Life at Sea (SOLAS) 1974,MSC Resolution 269(85), from 1 January 2011, deals with the problems and dangers involved in the carriage of solid bulk cargoes with the aim to to facilitate the safe stowage and shipment of solid bulk cargoes by providing information on the dangers associated with the shipment of various types of solid bulk cargoes and instructions on the procedures to be adopted on shore and on board ships, particulary with the hazards due to loss or reduction of stability during a voyage and chemical reactions of cargoes.

The hazards associated with the shipment of solid bulk cargoes relating to structural damage due to improper cargo distribution, huge quantities and weights, ship's condition and construction or and high loading rates, have to be managed according other maritime international and national regulations, like SOLAS, STCW, Load Line, Class Rules etc.

SAETAK

Meunarodni pravilnik o prijevozu krutih rasutih tvari (IMSBC Code), usvojen 4 prosinca 2008 godine rezolucijom MSC 268(65), obvezan po izmjenama SOLAS konvencije donesenih MSC rezolucijom 269(85) od 1 sijenja 2011, bavi se problemima i opasnostima koji se pojavljuju u prijevozu krutih rasutih tvari dajui podatke o opasnostima od raznih rasutih tereta i propisujui procedure koje se trebaju slijediti na kopnu i na brodovima, posebno u svezi opasnosti od gubitka ili umanjenja stabiliteta i kemijskih reakcija tih tereta.

Opasnostima od strukturalnih oteenja koja nastaju prilikom prijevoza rasutih tereta usljed nepravilnog rasporeda tereta, ogromnih koliina i teina, stanja i konstrukcije brodova te brzine ukrcaja, mora se upravljati u skladu i s drugim meunarodnim i nacionalnim pomorskim propisima, kao to su SOLAS, STCW, Load Line, Pravila klasifikacijskih drutava itd.KEYWORDS: IMSBCIMOBULK

SOLID CARGO

Meunarodni pomorski pravilnik o sigurnom prijevozu krutih rasutih tereta

International Maritime Solid Bulk Cargoes (IMSBC) Code

Introduction

Transportation of bulk cargoes by ships has been identified with high risks of catastrophic accidents and with heavy loss of human life due to structural failure and foundering, or cargo related difficulties, due to chemical properties and liquifaction, or due to high terminal loading rates. The findings of the Accident Investigations indicated that, among the other causes, there was no standardised international regulations for the safe transportation of bulk cargoes as the BC Code, first adopted in 1965 was not mandatory, and its provisions were not followed, particularly by shore personnel, shippers and terminals.At the same time the increased demand for worlwide transportation of bulk cargoes, continued today, caused the increase in bulkcarrier sizes and building of numerous bulk cargo terminals with high loading and unloading rates. One third of the world fleet today is made up by bulk carriers and it is of the great importance that the bulk cargo maritime transportation is carried out safely and in accordance with the effective safety regulations and procedures to be followed not only by ship but also by shore personnel.The total number of bulkcarriers in 2012 topped over 9000 vessels (REF), and mainly consists consists of three types as per Intercargo on 1 January 2012(REF):

- 3448 Handysize, 10,000 49,999 Dwt;- 2814Panamax, 50,000 79,999 Dwt;

- 1879 Capesize, 80,000 and over Dwt.

According to Unctad's 2011 Review of Maritime Transport estimated seaborne trade (goods loaded) in the main bulk trades has grown to over 2300 millions of tonnes for the year 2010, compared to 968 millions in 1990 and 1,288 millions of tonnes in the year 2000. (REF)Development of the new regulations for transport of bulk cargoes and safety of bulkcarriers

Following a spate of losses of bulk carriers in the early 1990s, particulary following the publication of the report into the sinking of the bulk carrier Derbyshire, IMO in November 1997 adopted new regulations in SOLAS containing specific safety requirements for bulk carriers, Chapter XII - Additional Safety Measures for Bulk Carriers. In the same month, the 20th Assembly of IMO adopted the "BLU Code" - the Code of Practice for the safe loading and unloading of bulk carriers (resolution A.862(20).IMO initiated a further review of bulk carrier safety, involving the use of Formal Safety Assessment (FSA) studies to help assess what further changes in regulations might be needed.In December 2002, IMO adopted amendments to SOLAS chapter XII and the 1988 Load Lines Protocol and also agreed to a number of recommendations to further improve bulk carrier safety.

In December 2004, the MSC adopted a new text for SOLAS chapter XII, incorporating revisions to some regulations and new requirements relating to double-side skin bulk carriers, and also mandatory standards and criteria for side structures of bulk carriers of single-side skin construction and standards for owners' inspections and maintenance of bulk carrier hatch covers.

Finaly, in order to improve safety of solid bulk cargo transportation by ships, on 4 December 2008, by Resolution MSC.268(85), the International Maritime Organisation (IMO) adopted new regulations for the carriage of solid bulk cargoes. The new code, the International Maritime Solid Bulk Cargoes Code - the IMSBC Code replaced the former Code of Safe Practice for Solid Bulk Cargoes - the BC Code and should be used in conjuction with other regulations, particulary the Blue Code.

Ref MSC 268(85)

Unlike the BC Code, which was only a recommendation, the IMSBC Code was made mandatory by amendments to the SOLAS 74 convention, Chapters VI and VII, from 1st January 2011.

The primary aim of the IMSBC Code is to provide information on the dangers associated with certain types of solid bulk cargoes and to provide procedures to be followed when shipping solid bulk cargoes. This should enable the masters and officers to take necessary measures to ensure safer transportation of bulk cargoes by ships, but also to ensure that bulk cargo is properly prepared for loading, and correct and proper information are presented to ship before loading as mandatory shippers obligation.All ships carrying solid bulk cargoes in general and dangerous solid bulk cargoes in particular will be required to comply with the new IMSBC Code, irrespective of their keel-laying date or gross tonnage. As a proof of compliance with the IMSBC Code, ships are required to have valid "Document of Compliance for the Carriage of Dangerous Solid Bulk Cargoes" on board. Carriage of Grains and Non-Cohesive solid bulk cargoes has to be in accordance with the Grain Code, 1991.(REF Grain Code)The existing requirements of the International Convention for the Safety of Life at Sea (SOLAS) are applicable to cargo ships of 500 GRT or over that are constructed on or after 1984-09-01 and to cargo ships of less than 500 GRT that are constructed on or after 1992-02-01. Specific requirements concerning the carriage of dangerous goods, both in solid bulk form and as packaged goods, in addition to the requirements stated in the IMSBC Code and IMDG Code are stipulated in the SOLAS Convention, Reg.II-2/19 (or Reg II-2/54) and Chapters VI and VII.Particular attention has to be taken when transporting Environmentally Hazardous Cargoes (EHS) , as defined by the 2008 edition of the International Maritime Dangerous Goods (IMDG) Code, in chapter 2.9, which, if found by a range various of tests to be hazardous to the aquatic environment, have to be classied under the IMDG Class 9, UN 3077 or as having a Marine Pollutant as subsidiary risk. In such a cases, provisions of Marpol Annex III and Annex V have to be complied with. The relevant carriage requirements for bulk cargoes which are found to be EHS have not been specifically addressed in the IMSBC Code so the Provisional classification of solid bulk cargoes under the revised MARPOL Annex V prescribed by MEPC.1/Circ.791, from 18 October 2012, should to be used.Ref. AMSA MARINE NOTICE 19/2010,

MEPC.1/Circ.791 from 18 October 2012Prijevoz opasanih stvari morem u Republici Hrvatskoj reguliran je odredbama Pomorskog zakonika i Pravilnika o rukovanju opasnim tvarima, uvjetima i nainu obavljanja prijevoza u pomorskom prometu, ukrcavanja i iskrcavanja opasnih tvari, rasutog i ostalog tereta u lukama, te nainu sprjeavanja irenja isteklih ulja u lukama (NN 051/2005, izmijene NN 127/2010), prema kojima je primjena odredbi IMSBC pravilnika obvezna.The IMSBC Code and its content

The format of the IMSBC Code is similar to that of the former BC Code:

Foreword

Section 1 - General provisions

Section 2 - General loading, carriage and unloading precautions

Section 3 - Safety of personnel and ship

Section 4 - Assessment of acceptability of consignments for safe shipment

Section 5 - Trimming procedures

Section 6 - Methods of determining the angle of repose

Section 7 - Cargoes that may liquefy

Section 8 - Test procedures for cargoes that may liquefy

Section 9 - Materials possessing chemical hazards

Section 10 - Carriage of solid wastes in bulk

Section 11 - Security provisions

Section 12 - Stowage factor conversion tables

Section 13 - References to related information and recommendations

Appendix 1 - Individual schedules of solid bulk cargoes

Appendix 2 - laboratory test procedures, associated apparatus and standards

Appendix 3 - Properties of solid bulk cargoes

Appendix 4 - Index

Also, like the BC Code, the IMSBC Code categorises cargoes into three groups - A, B and C:

Group A Cargo consist of the cargoes which may liquefy if shipped with moisture content in excess of their transportable moisture limit; shall only be accepted for loading when the actual moisture content of the cargo is less than its TML;

Group B Cargo consists of cargoes which possess a chemical hazard which could give rise to a dangerous situation on a ship and harm persons or enviroment (MHB, IMDG, EHS)

Group C Cargo neither group A or B

Groups are indicated in Individual Schedule for each bulk cargo in Appendix1 and in Appendix 4 Index...Not mandatory provisions in the IMSBC Code are: Security provisions (except subsection 11.1.1);

Stowage factor conversion tables;

References to related info and recommendations;

Appendices other than appendix 1 Individual schedules of solid bulk cargoes;

part of the texts in in appendix 1, Also according the phrase used in text:

Shall means: Mandatory;

Should means: Recommendatory; and if

May, then it means: Optional.

If a particular action is prescribed in IMSBC but the responsibility for carrying out the action has not been specifically assigned to any particular person or organisationin code, then it remains the exclusive right of each Government to assign this responsibility.

About IMSBC reqirementsGeneral provisions regarding obligations of persons and organisations involved in transportation of solid bulk cargoes are given in Chapter 1.

It is noted that other international and national regulations exist and that those regulations may recognize all or part of the provisions of this Code, in addition, port authorities and other bodies and organizations should recognize the Code and may use it as a basis for their storage and handling bye-laws within loading and discharge areas.The shippers obligation for every solid bulk cargo is to provide appropriate information about the cargo to be shipped (see section 4.2).Where a solid bulk cargo is specifically listed in appendix 1 to this Code (individual schedules for solid bulk cargoes), it shall be transported in accordance with the provisions in its schedule in addition to the provisions in sections 1 to 10 and 11.1.1 of this Code. Typical cargoes currently shipped in bulk, together with advice on their properties and methods of handling, are given in the schedules for individual cargoes. However, these schedules are not exhaustive and the properties attributed to the cargoes are given only for guidance. Consequently, before loading, it is essential to obtain current valid information from the shipper on the physical and chemical properties of the cargoes presented for shipment. The master shall consider to consult the authorities at the ports of loading and discharge, as necessary, concerning the requirements which may be in force and applicable for the carriage.

In case of cargoes not listed in appendix 1 to this Code is proposed for carriage in bulk, the shipper shall, prior to loading, provide the competent authority of the port of loading with the characteristics and properties of the cargo in accordance with section 4 of this Code.

Based on the information received, the competent authority will assess the acceptability of the cargo for safe shipment. When it is assessed that the solid bulk cargo proposed for carriage may present hazards as those defined by group A or B of this Code as defined in 1.7, advice is to be sought from the competent authorities of the port of unloading and of the flag State. The three competent authorities will set the preliminary suitable conditions for the carriage of this cargo.

When it is assessed that the solid bulk cargo proposed for carriage presents no specific hazards for transportation, the carriage of this cargo shall be authorized. The competent authorities of the port of unloading and of the flag State shall be advised of that authorization.

The competent authority of the port of loading shall provide to the master a certificate stating the characteristics of the cargo and the required conditions for carriage and handling of this shipment. The competent authority of the port of loading shall also submit an application to IMO, within one year from the issue of the certificate, to incorporate this solid bulk cargo into appendix 1 of this Code. The format of this application shall be as outlined in the Code, subsection 1.3.3.

When a particular provision shall be complied with, a competent authority may authorize any other provision by exemption if satisfied that such provision is at least as effective and safe as that required by this Code. Acceptance of an exemption authorized under this section by a competent authority not party to it, is subject to the discretion of that competent authority.

Acceptance of an exemption authorized under this section by a competent authority not party to it, is subject to the discretion of that competent authority. Accordingly, prior to any shipment covered by the exemption competent authority(s) which have taken the initiative with respect to the exemption:

.1 shall send a copy of such exemption to IMO, which shall bring it to the attention of the Contracting Parties to SOLAS; and

.2 shall take action to amend this Code to include the provisions covered by the exemption, as appropriate

The exemption shall be valid for max. 5 years. When the IMSBC Code is not amended the exemption may be renewed. A copy of the exemption or an electronic copy thereof shall be maintained on bord each ship transporting solid bulk cargoes in accordance with the exemption, as appropriate.

In part 2, General precautions, mandatory measures are prescribed taking into account main risk in bulk cargo transport, like loss or reduction of stability during a voyage, breaking and structural damage due to improper cargo distribution, chemical reactions of cargoes (Explosions, Fires, Loss of oxygen, Intoxication due vapours of the cargo or fumigants, etc):

2.1 Cargo distribution The shipper must supply adequate information as specified in section 4

Reference is made to ships stability booklet and/or loading calculator

Master shall be able to calculate stabillity

Shifting is to be prevented by e.g. bulkheads Special care is to be taken with high density (heavy) cargoes

2.2 Loading and unloading Cargo hold inspection & preparation before loading

Special attention to the bilges, bilgelines and sound pipes

Ventilation should not blow cargo dust into the accomodation

Dust can damage moving parts of machinery on deck as well as navigational aids

In part 3, Safety of personnel & ship, the principal dangers for personnel are identified and safety precautions defined:3.1 General requirements

Medical First Aid Guide information has to be on board3.2 Poisoning, corrosive & asphyxiation hazards

3.3 Health hazards due to dust

3.4 Flammable atmosphere

3.5 Ventilation

3.6 Fumigation

In part 4, Assesment of acceptability, the following procedures are prescribed regarding: 4.1 Indentification & classification

4.2 Provision of information

4.3 Certificates of test

4.4 Sampling procedures

4.5 Intervals between sampling & loading

4.6 Sampling procedures

for concentrate stockpiles

4.7 Standarized sampling procedures4.8 Documentation

DG stowage list (manifest) or Stowage plan

Emergency response plan (dealing with incidents involving the cargoes)

Document of Compliance, as per SOLAS 74

Each solid bulk cargo in this Code has been assigned a Bulk Cargo Shipping Name (BCSN). When a solid bulk cargo is carried by sea it shall be identified in the transport documentation by the BCSN. The BCSN shall be supplemented with the United Nations (UN) number when the cargo is classified as dangerous goods or marine polutant.If waste cargoes are being transported for disposal, or for processing for disposal, the name of the cargoes shall be preceded by the word "WASTE".

The shipper shall provide the master or his representative with appropriate information on the cargo sufficiently in advance of loading to enable the precautions which may be necessary for proper stowage and safe carriage of the cargo to be put into effect. Cargo information shall be confirmed in writing and by appropriate shipping documents prior to loading.Bulk Cargo Shipping Name and (Shippers) Declaration

General and special trimming procedures for various types of ships, including multi-deck ships, and various types of solid bulk cargoes are given in chapter 5, separately for cohesive bulk cargoes the differences of cargo heights are given, and non-cohesive bulk cargoes, that shall be transported as per IMO Grain Code provisions. Methods of determining the angle of repose are detailed in chapter 6. An angle of repose of a non-cohesive solid bulk material shall be measured by a method approved by the appropriate authority as required by section 4.1.4 of this Code. If the Angle of repose is less then 30 degrees then the cargo has to carried as per IMO Grain Code regulations.The recommended test methods are:6.2.1 Tilting box method - This laboratory test method is suitable for non-cohesive granular materials with a grain size not greater than 10 mm (subsection 2.1 of appendix 2), and

6.2.2 Shipboard test method In the absence of a tilting box apparatus, an alternative procedure for determining the approximate angle of repose is given in subsection 2.2 of appendix 2Angle of repose

Shipboard test method for determining the approximate angle of reposeThis method can be used by ship's personnel and it consist of the following:

To determine the angle of repose, a quantity of the material to be tested is poured very carefully out of a flask onto a sheet of rough-textured paper, in such a way that a symmetrical cone is formed The necessary equipment is - a horizontal table free from vibrations; sheet of rough-textured paper onto which the material should be poured; protractor; 3-litre conical flask.

Put the sheet of paper on the table. Split 10 litre of the material to be tested into three sub-samples and test each in the following way:

Pour two thirds of the sub-sample (i.e., 2 litre) onto the sheet, producing a starting cone. The remainder of this sub-sample is then poured very carefully from a height of a few millimetres on top of the cone Care should be taken that the cone will be built up symmetrically. This may be achieved by revolving the flask slowly close around the top of the cone when pouring When measuring, care should be taken that the protractor does not touch the cone; otherwise this may result in sliding of the material and spoil the test The angle has to be measured at four places around the cone, about 90 degrees apart. This test should be repeated on the other two sub-Samples

Calculations: The angle of repose is taken as the mean of the 12 measurements and is reported to half a degree. This figure can be converted to the tilting box value as follows:

At = As + 3

At = angle of repose according to the tilting box test

As = angle of repose according to the survey test

Particularly important are provisions for transport of cargoes that may liquefy, given in chapter 7:7.1 Introduction

7.2 Condition of hazard

7.3 Provisions

7.3.1 General

7.3.2 Specially constructed or fitted ships

The hazards of liquifaction are explained, as the shifting of cargo in holds on the voyage in form of sliding failure or wet base movement is known to have caused numerous accidents and loss of crew and ships so even without chance to send a distress.The solid bulk cargo must not be accepted or given for transport if it contains moisture content higher then Transportable Moisture Limit (TML).The number and seriousness of accidents of this type in the last and this year, has prompted IMO to issue a circular, MSC 1441???, proposing a temprary measures to be taken to improve the safety of bulkcarriers carring cargoe that may liquefy until the amendments to IMSBC come into force.

Test procedures for determing the properties of the solid bulk cargoes, e.g.moisture content and TML, are given in chapter 8, including description of the Liquefaction Test for master that can undertaken on board.The provisions for carriage and segregation of dangerous solid bulk cargoes are given in chapter 9, Chemical hazards,:9.1 General

9.2 Classification

9.2.2 Class 4.1, 4.2, 4.3, 5.1, 6.1, 7, 8, 9

9.2.3 Materiel Hazardous in Bulk (MHB)

9.3 Stowage & segregation ( see Annex I)In transport of dangerous cargoes the provisions of SOLAS 74, chapter VII, and IMDG Code, has to be complied with, but also the provisions of MARPOL 73/78, chapters III and V. Ammendments that incorporate provisions for Enviromentaly Hazardous Supstances in IMSBC Code are not yet issued.Transport of Solid Wastes are regulated by chapter 10:

10.1 Preamble

10.2 Definitions

Dumping, incineration, other disposal

10.3 applicabillity

10.4 Transboundary movements (Basel convention)

10.5 Documentation

Waste movement document

10.6 Classification

10.7 Stowage & handling as schedule 1-9 & Group B requirements

10.8 Segregation as 9.3.3 & 9.3.4

10.9 Accident procedures

In transport of wastes there are numerous local or reginal regulations that has to be complied with as well as mentioned provisions in this Code.Provisions concerning security arrangements, chapter 11, are recommendations only:

11.1 Provisions company, ship and port

11.2 Provisions for shore-side personnel

Includes training requirements

11.3 High-consequence cargoes

Stowage factors and its conversions, given in chapter 12, and References, chapter 13, are also recommendation only, and given in Code as a guidance to responsibile persons.In Appendix 1 to IMSBC code Individual schedules of all known solid bulk cargoes is given totaling almost 150 different products in 244 pages. All schudeles are given as information only and recommendation to be used unless the shipper provides different information on cargo properties.Labratory test procedures and associated apparathuses are described in Appendix 2:

1. Materials that may liquiefy

flow table test, penetration test, Proctor / Fagerberg test

2. Determining Angle of Repose

3. Standards used in tests

4. Exothermic decomposition of fertilizers

5. Resistance to detonation

6. Self heating of charcoal

Properties of solid bulk cargoes are detailed in Appendix 3 and relate to:

1. Non-cohesive cargoes

a. Prior to completion of loading, the angle of repose of the materials to be loaded should be determined (as per chapter 6) so as to determine which provisions of this Code relating to trimming apply ( chapter 5).

b. Non-cohesive cargoes shall be carried according to the provisions applicable to the stowage of grain cargoes (International Grain Code 1991).

c. All cargoes other than those listed in this appendix are cohesive, and the use of the angle of repose is, therefore, not appropriate. Cargoes not listed should be treated as cohesive until otherwise shown.

2. Cargoes which may liquefy

3. Precautions for the cargoes which may possess a chemical hazard, use of MFAG.Appendix 4 contains of Index of the solid bulk cargoes sorted by Solid Bulk Shipping Names and listing its group, (A, B, or C) and references.

In supplement to IMSBC Code usefull Codes, circulars guidances and recommendations are included:

BLU Code - Code of Practice for the Safe Loading and Unloading of Bulk Carriers

BLU Manual - Manual on loading and unloading of solid bulk cargoes for terminal representatives

Uniform method of measurement of the density of bulk cargoes, MSC/Circ. 908 (4 June 1999)

Lists of solid bulk cargoes for which a fixed gas fire-extinguishing system may be exempted or for which a fixed gas fire extinguishing system is ineffective, MSC/Circ.1146 (75 December 2004);

Recommendations for entering enclosed spaces aboard ships Resolution A.864(20) (adopted on 27-11-1997) but REVISED by A.27/Res.1050 on 20 December 2011.

Future ammenments to IMSBC Code

As a result of world trade demands, new solid bulk cargoes with their own particular hazards are often introduced and presented for shipment. Similarly, some cargoes that were previously only shipped in very limited quantities and were not included in the IMSBC Code are now carried more extensively. At the same time, expert understanding of the properties and hazards associated with established solid bulk cargoes and the safest means of handling and carrying such cargoes is continually being advanced. Therefore to keep pace with developments the IMSBC Code will in future be updated bi-annually.The Amendment 01-11, which is the first amendment to the IMSBC Code since it became mandatory, follows a review of numerous submissions to IMO by the sub-committee on Dangerous Goods, Solid Bulk Cargoes and Containers (DSC).

On 20 May 2011, the International Maritime Organisations (IMOs) Maritime Safety Committee at its eighty-ninth session adopted Resolution MSC.(318)89 regarding amendments to the International Maritime Solid Bulk Cargoes (IMSBC) Code. Contracting governments may apply the new requirements, in whole or in part, on a voluntary basis from 1 January 2012. Compliance with the amendments becomes mandatory on 1 January 2013.

Next Amendment 02-13 is already in preparation and will be mandatory from 1st January 2015.

IMSBC Training and education

Provisions for education and training of ship's personnel are included in the amended STCW convention. All ship's officers have to have full knowledge of IMSBC Code. Procedures for safe transport and work have to be part of company ISM system.

The education of shore personnel is not a part of IMSBC Code, unlike IMDG or BLU Code, other than recommended security training, but as the safety in solid bulk transport by ships depends on shore side as well, there should be in future amendments included obligation for education of shore personnel, particulary shipper.

Conclusion

To ensure the safe transport of solid bulk cargoes it is necessary to ensure that provisions of IMSBC Code are complied with and that every persons has full understanding and knowledge his/her responsabilities, both on board and on shore, as the failure to observe regulations on shore often causes serious problems on board including accidents, that can not be avoided by proper actions by ship's personnel alone.

Annex ISegregation 9.3.3 IMSBC

7.6.3.5 (IMDG) Segregation between bulk materials possessing chemical hazards and dangerous goods in packaged form:

Unless otherwise required in this Code or in the IMSBC Code, segregation between bulk materials possessing chemical hazards and dangerous goods in packaged form shall be in accordance with the following table

Numbers and symbols relate to the following terms, as defined in this chapter:

1 Away from

2 Separated from

3 Separated by a complete compartment or hold from

4 Separated longitudinally by an intervening complete compartment or hold from

X The segregation, if any, is shown in the Dangerous Goods List in this Code or the individual entries in the IMSBC Code .

9.3.4 Segregation between solid bulk cargoes possessing chemical hazards

Numbers relate to the following segregation terms 2:

2 "Separated from":

In different holds when stowed under deck. Provided an intervening deck is resistant to fire and liquid, a vertical separation, i.e. in different compartments, may be accepted as equivalent to this segregation.

Numbers relate to the following segregation terms 3:

3 "Separated by a complete compartment or hold from":

Either a vertical or a horizontal separation. If the decks are not resistant to fire and liquid, then only a longitudinal separation, i.e. by an intervening complete compartment, is acceptable.

Numbers relate to the following segregation terms X X

Segregation, if any, is shown in the individual schedules in this Code.

For 1 and 2:

RED referent material

GRAY incompatibile material

Deck resistant to liquid and fire

Vertical lines represent transverse watertight bulkheads between cargo spaces.Under the IMSBC Code, before loading, the shipper must

provide the Master with current valid information on the

physical and chemical properties of the cargo including

the information outlined in Section 4 which includes

the Bulk Cargo Shipping Name (BCSN). The onus to

provide such information rests with the Shipper and it

may be necessary to test bulk cargoes to determine their

properties. Such test procedures are contained: in Appendix 2 of the IMSBC Code; and

in Part 2 of the IMDG Code for Dangerous Good in solid form in bulk. The need to apply the IMDG Code to classify Dangerous

Good in solid form in bulk arises from Regulation VII/7

of the SOLAS Convention.IMO dangerous goods classes 4 to 9 and the hazards associated with each class; and

materials hazardous only in bulk (MHB) outlined in the International Maritime Solid Bulk

Cargoes (IMSBC) Code.

Health hazards

4 Dangers from skin contact, inhalation, ingestion and radiation.

Conventions, regulations and recommendations

5 General familiarization with the relevant requirements of chapters II-2 and VII of

the 1974 SOLAS Convention, as amended.

6 General use of and familiarization with the International Maritime Solid Bulk Cargoes

(IMSBC) Code, with particular reference to:

.1 safety of personnel, including safety equipment, measuring instruments, their use

and practical application and interpretation of results; .2 hazards from cargoes which have a tendency to shift; and

.3 materials possessing chemical hazards. SHIPBOARD APPLICATION

Class 4.1 Flammable solidsClass 4.2 Substances liable to spontaneous combustionClass 4.3 Substances which, in contact with water, emit flammable gases 7 Carriage, stowage and control of temperature to prevent decomposition and possible

explosion; stowage categories; general stowage precautions, including those applicable to

self-reactive and related substances; segregation requirements to prevent heating and ignition;

the emission of poisonous or flammable gases and the formation of explosive mixtures. Class 5.1 Oxidizing substances 8 Carriage, stowage and control of temperature to prevent decomposition and possible

explosion; stowage categories; general stowage precautions and segregation requirements to

ensure separation from combustible material, from acids and heat sources to prevent fire,

explosion and the formation of toxic gases.

Class 6.1 Toxic substances

9 Contamination of foodstuffs, working areas and living accommodation and ventilation.

Class 7 Radioactive material

10 Transport index; types of ores and concentrates; stowage and segregation from persons,

undeveloped photographic film and plates and foodstuffs; stowage categories; general stowage

requirements; special stowage requirements; segregation requirements and separation distances;

segregation from other dangerous goods.

Class 8 Corrosive substances

11 Dangers from wetted substances.

Class 9 Miscellaneous dangerous substances and articles

12 Examples and associated hazards; the hazards of materials hazardous only in bulk

(IMSBC Code); general and specific stowage precautions; working and transport precautions;

segregation requirements.

Safety precautions and emergency procedures

13 Electrical safety in cargo spaces; precautions to be taken for entry into enclosed spaces

that may contain oxygen-depleted, poisonous or flammable atmospheres; the possible effects of

fire in shipments of substances of each class; use of the Emergency Response Procedures for

Ships Carrying Dangerous Goods; emergency plans and procedures to be followed in case of

incidents involving dangerous and hazardous substances and the use of individual entries in the

International Maritime Solid Bulk Cargoes (IMSBC) Code, as appropriate, in this respect.

Medical first aid

14 The IMO Medical First Aid Guide for Use in Accidents Involving Dangerous Goods

(MFAG) and its use and application in association with other guides and medical advice by radio.

Safety precautions and emergency procedures

13 Electrical safety in cargo spaces; precautions to be taken for entry into enclosed spaces

that may contain oxygen-depleted, poisonous or flammable atmospheres; the possible effects of

fire in shipments of substances of each class; use of the Emergency Response Procedures for

Ships Carrying Dangerous Goods; emergency plans and procedures to be followed in case of

incidents involving dangerous and hazardous substances and the use of individual entries in the

International Maritime Solid Bulk Cargoes (IMSBC) Code, as appropriate, in this respect.

Education and training

STCW requirements

regarding training ofmasters, officers and ratings responsible for cargo handling on ships

carrying dangerous and hazardous substances in solid form in bulkKnowledge of the operational

and design limitations of bulk

carriers

Ability to use all available

shipboard data related to

loading, care and unloading of

bulk cargoes

Ability to establish procedures

for safe cargo handling in

accordance with the provisions

of the relevant instruments

such as IMDG Code, IMSBC

Code, MARPOL 73/78

Annexes III and V and other

relevant information

International regulations,

standards, codes and

recommendations on the

carriage of dangerous cargoes,

including the International

Maritime Dangerous Goods

(IMDG) Code and the

International Maritime Solid

Bulk Cargoes (IMSBC) CodeCargoes speci cally listed in the IMSBC Code

Where a cargo is listed in the IMSBC Code and the schedule provided by the Code relates to the properties

of the cargo then section 1.2.2 of the IMSBC Code

requires that this bulk cargo shall be transported in

accordance with the provisions of the relevant schedule.

Cargoes whose properties are not listed in the

IMSBC CodeSection 1.2.1 of the IMSBC Code recognises that the

schedules of appendix 1 of the Code are not exhaustive

and that the properties attributed to the cargoes are only

given for guidance, hence the need for the shipper to

provide valid information on the cargo. Where a cargo is not listed or presents properties

that are not addressed by the available schedules

then section 1.3.1 requires that Shippers provide the

Australian Maritime Safety Athority (AMSA), as the

Competent Authority of the Port of Loading in Australia

for the purpose of this Code, with the characteristics and

properties of the cargo to enable AMSA to assess the

acceptability of the cargo for safe shipment, handling

and carriage. In such case: Where the bulk cargo in question has been

assessed to be presenting hazards as de ned

by group A or B cargo (as de ned by section 1.7

of the IMSBC Code) then section 1.3.1.1 requires

AMSA to seek further advice from the Competent

Authorities of Port of Unloading and of the Flag

State. The three Competent Authorities will need to

set the preliminary suitable conditions for carriage of

this cargo through a tripartite agreement. Where the bulk cargo in question presents no

speci c hazards then section 1.3.1.2 requires

AMSA to authorise carriage of the cargo and to

inform the two other Competent Authorities (i.e.

Port of Unloading and the Flag State). In either case, section 1.3.2 of the IMSBC Code requires

the Competent Authority of the Port of Loading to

provide the Master of the vessel with a certi cate stating

the characteristics and the required conditions for the

carriage of the bulk cargo in question. The Master should

not load the cargo if such a certi cate is not provided.

Conclusion

References:

SOLAS 74

MARPOL 73/78

MSC.268(85) - International Maritime Solid Bulk Cargoes Code - IMSBC CodeResolution MSC.(318)89 - amendments 01-11 to the International Maritime Solid Bulk Cargoes (IMSBC) Code

The BLU Code: The intention of the Code of Practice for the Safe Loading and Unloading of Bulk Carriers is to provide guidance to masters of bulk carriers, terminal operators and other parties concerned with the safe handling, loading and unloading of solid bulk cargoes. This code is also linked to SOLAS Reg. VI/7 - Loading, unloading and stowage of bulk cargoes, as amended.

MSC/Circ. 908 - Uniform Method of Measurement of the Density of Bulk Cargoes

MSC/Circ. 1146 - Lists of Solid Bulk Cargoes for which a Fixed Gas Fire-extinguishing System may be Exempted or for which a Fixed Gas Fire-extinguishing System is Ineffective

MSC.1/Circ.1264 - Recommendations on the Safe Use of Pesticides in Ships Applicable to the Fumigation of Cargo Holds

BC.1/Circ.66 - Contact Names and Addresses of the Offices of Designated National Competent Authorities Responsible for the Safe Carriage of Grain and Solid Bulk CargoesAMSA Marine Notice 19/2010: Understanding the limitations of the

International Maritime Solid Bulk Cargoes Code (IMSBC Code)

DNV: The New IMSBC Code - the International Maritime Solid Bulk Cargoes Code

Zx used , wheather bulkcarriers or other types, has been proven to be dangerous and numerous accidents have raised the questions of safety of such transports.

In many accidents the failure of ship construction was identified as primary cause, but in numerous occasions, the primary cause of accident was related to cargo and its properties, not properly handled by ship or not properly prepared for shipment, e.g. too much moisture content as the most dangerous property during transport. One of the causes for increased risk was that there were no mandatory international maritime regulations concerning the transport of bulk cargoes.

Cargo Handling

Many bulk carrier owners and operators, particularly those operating larger ore carriers, have expressed

concern regarding the effect that high terminal loading rates may have on the vessels structure. To meet

the terminal loading schedules, the ships master may also follow a ballasting regimen that may affect

the vessels trim and propeller immersion and may contribute to the stress to which the hull structure is

subject during loading.

Trafic per years

Size of ships increased

Ship type

Accidents

Derbyshire as the most publicized

Adoption of bulk cargo regulations

Environmentally Hazardous Cargoes

With the adoption of the 2008 edition of the International Maritime Dangerous Goods (IMDG) Code, the

classi cation of Environmentally Hazardous Substances

(EHS) was amended in chapter 2.9 of the Code. The

Code now prescribes a range of tests under which

a number of bulk materials have been found to be

hazardous to the aquatic environment and are classi ed

under the IMDG Class 9, UN 3077 or as having a Marine

Pollutant subsidiary risk.For bulk cargoes which are found to be EHS, the

relevant carriage requirements have not been

specifically addressed in the IMSBC Code. This

issue was raised at the 15th session of the IMO SubCommittee

on Dangerous Goods, Solid Cargoes and

Containers

(DSC 15) and at the 61st session of the

Marine

Environmental Protection Committee (MEPC

61)

and it was agreed further work was required to

address

this issue. However,

section 4 of the IMSBC

Code

requires that such hazards are identi

ed

in the

information

provided to the Master: By the use of UN 3077 if the environmental hazard

is the primary risk (see section 4.1.1) By the use of the term MARINE POLLUTANT as

additional information (see section 4.2.2.16)

Whilst the International Maritime Organization (IMO) is

addressing the matter of carriage requirements of EHS

and the management of residues, AMSA will be applying

the following interim guidelines for the carriage of EHS: (1) A solid cargo to be shipped in bulk that possesses

properties that may meet the criteria as EHS under

UN 3077, or be a Dangerous Good with a MARINE

POLLUTANT subsidiary risk is required to be

identi ed and declared as a Dangerous Good under

IMDG Class 9, UN 3077. Where the characteristics

and properties of such EHS closely relates to an

existing schedule in the IMSBC Code (e.g. Metal

Sulphide Concentrates and Mineral Concentrates)

that schedule should be complied with. If there is

any doubt whether a particular schedule is suitable

or not, advice is to be sought from AMSA.

(2) There may be additional requirements that the Port

of Loading/Unloading has set for the handling of

these cargoes, which may include: i. Not handling cargo during precipitation and a

requirement to keep all non-working hatches

closed;ii. When precipitation is imminent the putting in

place of measures to prevent residues being

washed overboard;iii. The containment of any contaminated water so

as to avoid release into the environment;iv. Not conducting loading/unloading operations

in windy conditions so as to prevent dust being

carried into the environment; andv. Arrangements during loading/unloading to

minimise spillage and the return of any spillage

to the hold or stockpile as appropriate.(3) Due consideration by the Master may also need to

be given to the following: i. Inspecting hatch covers to ensure they are

weather tight before loading;ii. Preventing dust from entering accommodation

spaces; iii. Ensuring bilges are free of any water or any

other residue;iv. Covering bilges to prevent the ingress of the

cargo; andv. After unloading removing as much of the cargo

residue as possible from the ship before it sails.

(4) Where an EHS is not closely related to any

schedule in the IMSBC Code, the classi cation

and carriage requirements are to be established in

accordance with section 1.3 of the IMSBC Code,

including a tripartite agreement if this is deemed

necessary.MSC.1/circ. 1356 - Amendments to the BLU Code Manual (MSC /circ. 1169) MSC.1/circ. 1357 - Additional considerations for the safe loading of bulk carriers. This is to provide further guidance to supplement the BLU Code so that a mutual agreement can be made between the terminal representative and Master on the appropriate loading/unloading plan which incidentally, is a mandatory requirement under SOLAS regulation VI/7.3, as well as information to reduce the likelihood of over-stressing the ships structure.

MSC.1/circ. 1356 - Amendments to the BLU Code Manual (MSC /circ. 1169) This is to update the manual so that it is in line with the new International Maritime Solid Bulk Cargoes (IMSBC) Code, formerly known as the BC Code (Code of Safe Practice for Solid Bulk Cargoes).

The IMO-MSC circulars are available below, and members are to be guided accordingly.

Casualties in dry bulk shipping (19631996)Stephen E. RobertsPeter B. MarlowReceived 24 May 2002; accepted 9 June 2002All bulk ship casualties between 1963 and 1996 were

identied from records published by Lloyds Maritime

Information Service [16]. These casualties included bulk

carriers which foundered or disappeared, grounded on

rocks, were involved in collisions or contacts, had re or

explosions on board or were declared as total constructive

losses as a consequence of various other damages by Lloyds of London underwriters.

A total of 355 casualties to large bulk ships, which

satised these inclusion criteria, were identied from

Lloyds records. Thirty-eight casualties resulted from

collisions and contacts, 69 from res and explosions on

board, 105 from ships grounding, while 18 were due to

various other damages. The remaining 125 ships

foundered or disappeared, either as a result of catastrophic

structural failure or often as a likely consequence

of structural failure. It is these 125 casualties

which provide the basis of the following analysis on the

foundering (or structural failure) of bulk carriers.

Intercargo, 29 November 2012

There are three main types/sizes of bulk carrier: Size (deadweight tonnes)No. in World fleet(1 January 2012)

Handies10 - 49,999 dwt3448

Panamax50 - 79,999 dwt2814

Capesize80,000+ dwt1879

The dry cargo trades

YearMillions of tonnes

1990968

20001,288

20011,331

20021,352

20031,475

20041587

20051701

20061876

2007(est)1997

It is difficult to accurately portray the variety of trades covered by dry cargo shipping. The main dry bulk trades are iron ore, coal, grain plus bauxite, alumina and phosphates. Unctad's Review of Maritime Transport estimates that the growth of international seaborne trade (goods loaded) in the main bulk trades to have been as shown in the table, shown right.

Copyright 2012 Allianz Global Corporate & Specialty AG. All rights reserved.Key facts and figures

Despite a trebling of the world fleet to over 100,000 ships in 2010, and a total fleet tonnage now approaching 1 billion gross tonnes,

shipping losses have decreased significantly from 1 ship per 100 per year (1912) to 1 ship per 670 per year in 2009.

World seaborne trade continues to grow rapidly, driven by globalization and supported by containerization, having trebled since 1970 to

over 8.4 billion tonnes of cargo loaded per annum.

Marine transport can be regarded as one of the safest means of passenger transport overall: in Europe, it is ranked after rail, air and bus/

coach as the fourth safest means, with far lower fatal accident rates than car, motorcycle, bicycle or walking.

However, seafaring remains dangerous as a profession. While professional seafarer fatality rates have fallen for example, in the UK

per 100,000 seafarer-years, from 358 (in 1919) to 11 in 1996-2005 this fatality rate is still twelve times higher than in the general

workforce. Despite inconsistent data, other country statistics appear to be considerably higher: for example Hong Kong recorded 96 per

100,000 seafarers per annum for 1996-2005, and Poland a rate of 84 per 100,000 seafarers per annum for the same period.

Most losses can be attributed to human error a broad category estimated to be responsible for between 75%-96% of marine

casualties. Pressures of competition (often shore-based) and fatigue are frequently cited as significant causes a particular matter of

concern in busy shipping areas such as the Baltic where crews may have little time to rest between periods of duty.

The most common primary causes of shipping losses are foundering (49% of losses), wrecking/stranding (18%) and fire/explosion

(15%) while hull or machinery failure only accounts for around 2% of losses.

Dry (bulk) cargo vessels have higher than average loss rates (44% of losses, despite representing 20% of the world fleet by number).

Conversely, tankers, container vessels and offshore industry ships have relatively low loss rates.

Shipping is highly concentrated into modern sea-lanes as vessels navigate between major ports to optimize efficiency. This results in

clustering of losses in certain key regions. Accident black spots include South China, Indo-China, Indonesia and Philippines (17% of

losses in 2001-2011), followed by East Mediterranean and Black Sea (13%), and Japan, Korea and North China (12%). The seas around

the British Isles also show relatively high loss concentrations (8%).

Bulk carrier fleet tops 9,000 vessels

Friday 17 February 2012, 14:53

Dry Cargo

Back to Lloyd's List Asia

THE dry bulk carrier fleet has topped the 9,000 vessel mark, after a bumper number of newbuildings were delivered into service during January continue to arrive this month.According to London-headquartered shipbroker Clarksons database on Friday morning, there were 9,021 vessels listed in.