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Međunarodni Pomorski Pravilnik o Sigurnom Prijevozu Krutih Rasutih Tereta - Rad
Međunarodni Pomorski Pravilnik o Sigurnom Prijevozu Krutih Rasutih Tereta - Rad
IMSBC
IMO
BULK
SOLID
CARGO
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
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.
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
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
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.
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 .
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.
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
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.
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
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.
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.
10 - 49,999 dwt
50 - 79,999 dwt
80,000+ dwt
No. in World
fleet
(1 January 2012)
3448
2814
1879
Year
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
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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.