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:

IMSBC

IMO

BULK

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;
- 2814 Panamax, 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 1992-0201. 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 2012

Prijevoz 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:

o Shall means: Mandatory;
o Should means: Recommendatory; and if
o 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 reqirements

General 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 board

3.2 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 procedures
4.8 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 2
Angle of repose

Shipboard test method for determining the approximate angle of repose

This 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 I
Segregation 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 solids

Class 4.2 Substances liable to spontaneous combustion

Class 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 bulk
Knowledge 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) Code

Cargoes 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 Code
Section 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 Code
Resolution 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 Cargoes
AMSA 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; and
v. 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; and
v. 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. Roberts
Peter B. Marlow
Received 24 May 2002; accepted 9 June 2002

All 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)
Handies
Panamax
Capesize

10 - 49,999 dwt
50 - 79,999 dwt
80,000+ dwt

No. in World
fleet
(1 January 2012)
3448
2814
1879

Year

The dry cargo trades

1990
2000
It is difficult to accurately portray the variety of trades covered by 2001
dry cargo shipping. The main dry bulk trades are iron ore, coal,
2002
grain plus bauxite, alumina and phosphates. Unctad's Review of
2003
Maritime Transport estimates that the growth of international
2004
seaborne trade (goods loaded) in the main bulk trades to have
2005
been as shown in the table, shown right.
2006
2007(est)

Millions of
tonnes
968
1,288
1,331
1,352
1,475
1587
1701
1876
1997

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, IndoChina, 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.