A new regulatory era that promises safer bulk cargo handling
standards dawned on New Year 2011, writes Michael King.
The International Maritime Safety Bulk Cargo (IMSBC)
Code became a mandatory procedure for all operators of
vessels carrying solid bulk cargoes on 1 January when
amendments to the International Convention for the Safety of
Life at Sea came into force.
The Code, which was adopted by the IMO in December
2008, addresses a range of hazards related to solid cargoes
shipped as bulk, including liquefaction which can cause a loss
of vessel stability. Much of the new regime is similar to the
voluntary BC Code it replaces, but also included are new
instructions on the safe carriage of DRI (Direction Reduced
Iron), sulphur, linted cotton seed, chopped rubber and plastic
insulation, and coarse chopped tyres. Special precautions have
also been added for loading coal on gravity fed self-unloading
bulk carriers related to ventilation and gas monitoring.
The new regime, which will be updated every two years,
has been welcomed by leading classification societies for its
potential to improve safety for those manning bulk carriers.
“The key benefit should be increased global compliance
with the standards of the IMSBC Code and consequently
increased safety of crews, ships, cargo and the environment,”
said Gijsbert de Jong, product manager for dry bulk carriers
at leading classification society Bureau Veritas.
“In particular, it is expected that the safety hazards related
to bulk cargo liquefaction, which have caused a number of
fatalities in recent years, will be better addressed. The fact
that the IMSBC Code is mandatory should give the captain a
stronger position to refuse susceptible cargoes due to, for
example, to too high actual moisture content, or the absence
of a properly derived Transportable Moisture Limit etc.”
Michael Aasland, business director for bulk carriers at
DNV, told DCI that the Code would increase the safety of
handling and transporting solid bulk cargoes, especially in
markets where the voluntary BC code had not been applied.
“The requirements for the carriage of some cargoes have
been revised, and this will improve the safety for both crew
and ship when carrying these potentially dangerous cargoes,”
he added.
The IMSBC Code is designed to facilitate the safe stowage
and shipment of solid bulk cargoes by providing instructions
on carriage procedures and the possible dangers presented by
different cargoes. The dangers include structural damage due
to improper cargo distribution, liquefaction of bulk cargoes
and the chemical reaction of bulk cargoes. “It contains mostly
operational instructions on stowage and handling of cargoes
and also some specific provisions regarding the design or the
equipment of the ship,” said De Jong.
He said owners should be aware that the requirements of
the IMCBC Code, including its new and updated schedules,
must be followed now it is mandatory. “The requirements of
the IMSBC Code are no longer recommendations, they need
to be strictly adhered to,” he said.
BV is currently providing training and technical seminars
for its clients to explain not only the contents of the IMSBC
Code but also their importance. “It is important that bulk
carrier owners, crews, ports and — in particular — shippers
need to be made aware of the requirements of the IMSBC
Code,” said De Jong. “This is best achieved by using real
example cases. Typical examples include cargo liquefaction of
nickel ore cargoes and the chemical reaction of NPK
fertilizers containing ammonium nitrate.”
Aasland said most owners with DNV class already had the
required documentation onboard vessels. “Flags where DNV
is authorised have accepted that the existing documentation is
accepted until the 1st Dangerous Goods Renewal Survey that
is scheduled on or after January 1 2011,” he said. “DNV will
of course issue a new Document of Compliance with
references to the new IMSBC code earlier if requested to do
so by the owner or manager.”
The next round of amendments to the Code are
expected to be adopted by MSC 89 in 2011 for entry into
force on 1 January 2013, although they will be voluntary from
1 January 2012.
These are forecast to include schedules including nitrates
and sulphates, and the specification that the application of
copious amounts of water may be necessary to douse fires
for several cargoes where gas fire-fighting techniques will be
ineffective.