It is a salutary reminder that the most recent figures for incidents from the bulker industry show an increase in tragic losses in the last three years. It is recognized that this is due in part to several accidents involving nickel ore transportation with the special circumstances related to that product. Irrespective of cause and effect issues the more people who can be alerted of a situation in advance the better the chance of resolving a situation before it becomes a crisis.
PSM’s BulkSafe system for Water Ingress Detection and Alarm using self-checking active sensors has found wide acceptance amongst shipyards for new-build bulk carriers because of its low purchase cost and simplicity of installation. Further, the unique ‘check from the deck’ feature allows Port State Control inspection to be made quickly with the cargo holds full or empty which has many benefits for ship operators looking to maximize the efficiency of their fleets at a time when
there is an overcapacity of tonnage. An option increasingly requested by
customers to provide a safety audit trail that is simple and cost-effective to include in a BulkSafe system, is an RS485 serial communications output to connect to the ship’s Voyage Data Recorder to provide a permanent and secure record of WIAS operation.
Additionally, as many bulkers come to the point in their lives where refit and overhaul is planned, PSM’s BulkSafe system is being widely installed to replace unreliable and expensive to maintain systems using float switches.
When it comes to WIAS systems it is hard to imagine that any supplier has been active in developing its systems beyond the basic IACS requirements but the latest offering from PSM provides operators an optional simple and low-cost remote connection facility to its successful Bulksafe system.
By combining the Bulksafe WIAS with PSM’s latest ClearView system operators can get secure storage of operating activity and a real-time message delivered to their desk or via text message should a critical alarm or pre-warning be activated on board the vessel. An advance warning to operators or services may be sufficient to avoid a potential incident which is, of course the intention of the SOLAS WIAS regulation.
At this time the regulation does not require the WIAS to provide any remote alerting facility PSM believes it has taken a lead in this by providing a method using Polestar and Skywave IDP technology to provide near instantaneous transmissions of critical alarms, plus that routine data also can be sent on-line
through an email format and via a low cost routing of satellite and/or broadband.
The operational benefits can be easily envisaged. Ensuring the WIAS system is remotely checked and fully functional well before PSC inspection can save time and turnaround delays. If parts or maintenance of the system is required such aspects would be resolved well ahead. With the Clearview option operators can routinely see a live and on-line ‘system healthy’ condition of the whole Bulksafe system ensuring the vessel’s readiness for WIAS port inspections.
Does all this come at a hefty price? Not so, claims the manufacturer. With its 30 years history of marine instrumentation, PSM is fully aware of the current financial constraints within the industry.
How managing director Geoff Taylor describes it. “The technology of our latest environmental
monitor, Clearview, transfers directly to our well proven Bulksafe WIAS and we are proud to be able to offer this considerable advance to the industry at a quite moderate additional investment over the compulsory SOLAS requirement. In the current cost sensitive bulk sector the Clearview option is even available on a low cost direct lease, or as part of an LRIT or communications lease contract. Considering the improvement in personnel safety and vessel security we are confident that owners and managers will also very quickly see cost benefits in operational efficiency of the entire vessel. Since the remote data acquisition is not limited to the WIAS function the ClearView system could, for
example monitor bunker operations and make validations of weight and gravity at the time of delivery. Fuel efficiency can be monitored during a voyage or data may be reviewed retrospectively on the embedded comprehensive spreadsheets. Environmental issues such as oily-water overboard discharge worries can be a thing of the past, having undergone several years of tightly monitored working trials Clearview has now achieved USCG and DoJ compliance to monitor all ODME functions. As well as automatically provide an Oil Record Book log and even prevent an illegal discharge by geofence lockout. ”
It appears the story does not end there because PSM has made further advances to their basic Bulksafe WIAS system. With its latest offering the cost of cabling, pipework and installation will be much reduced by the introduction of its latest marine type approved MODBUS digital sensors.
Tokyo MOU inspections highlight perils of poor maintenance
A recent state inspection campaign that raises concerns over multiple problems with hatch openings should be welcomed by the industry, is the message from Peter Peltenburg, group director of Cargo Care Solutions.
“We cut corners on maintenance at our peril. As the economic downturn bites the industry has seen a shift to lower quality products, and a less systematic approach to scheduled maintenance. This is false economy, and the results of this campaign show that ship owners are ultimately paying for these short cuts.”
The comments were made after a state inspection campaign supported by Tokyo MoU revealed a large number of vessel deficiencies relating to cargo hatch openings, and reported one casualty during the campaign period.
“Whilst operators are aware of the need to keep cargo in good condition, it’s all too easy to overlook the fact that hatch covers are essential to protect and keep the structural safety of a vessel,” he adds. “There have been a number of vessel losses known which were due to the loss of the
weathertight integrity of the hatch covers. Some include human casualties.”
Approximately a third of all P&I claims are cargo-related. Numerous of these cases are related
to ingress of seawater via the hatch covers of dry cargo vessels. According to P&I clubs, reports of leaking hatch covers are the most frequent cause for selecting a vessel for an unscheduled condition survey.
“Increased investment and attention to hatch cover maintenance and repairs may save the shipowners’ money from cargo claims,” explains Peter. “It’s a simple calculation, but one which is so often overlooked. We need a report like this to remind us that seemingly minor short cuts in maintenance can lead to major problems.”
Cargo Care Solutions has a long history in the field of cargo access equipment. As the former after-sales network of Macor Neptun and SEOHAE Marine System, it has more than 30 years of experience in its field and supplies parts and services for all types and brands of maritime cargo access equipment.
The approach towards a reliable water ingress monitoring
According to SOLAS regulation chapter XII/12, IMO Res. MSC 145(77) and IACS Unified Interpretation SC 180 all bulk carriers should be fitted with Water Ingress Detection and Alarm System (WIDAS) after 01 July 2004. This regulation affects newbuild vessels and older ones alike.
This regulation has recently expanded to cover smaller general cargo vessels, and will likely expand to cover all dry cargo vessels in the future.
There are currently in existence a number of technical solutions for water ingress detection — featuring sensors based on hydrostatic pressure, conductivity, mechanical floats, resistance tapes, capacitance sensors, air bubbler etc.
The intention of the regulation is to give the crew enough time to react in case of water ingress into a cargo hold or a forepeak void space.
To fulfil this purpose the reliability of the alarm system is of outmost importance. Ship’s crew must trust the system, which has to produce an alarm only when water ingress is occurring. In order to establish and maintain a good degree of confidence, the system should not generate false alarms. This means that normal humidity should not trigger an alarm however entering water should reach the sensor and produce an alarm. As WIDAS is important for the safety of crew, ship and cargo at sea, its reliability has to be the most important criteria when selecting among various designs and solutions.
Unlike monitoring in other void spaces, monitoring in cargo holds usually implies contact or exposure of the sensors to the cargo. Diversity of bulk cargoes and cargo handling machines, tools and equipment put serious demands on the robustness of the sensor. Many systems offered in the market can be classified as indirect systems i.e. the water detector is separated from the cargo by means of a filter. These systems depend on the proper working of the filter for all types of cargoes. It is obvious that filter-based systems risk being clogged by certain cargoes.
Some makers offer a permanent filter cleaning system by means of compressed air.
The major classification societies have foreseen a performance test for such a filter arrangement. The question remains whether this test can guarantee further proper functioning of a filter arrangement. Many indirect systems have restrictions regarding the types of cargoes to be carried, which can limit the trade of the vessel.
Filter-based systems require also regular cleaning and maintenance after each voyage. For this reason the regulator has requested a physical function test before each loading. Regular maintenance and control of the sensors and the system by the crew may be costly and time-consuming.
Occasional reports from owners and crews indicate that some of the indirect systems failed, especially when ships were loading cement, soda, fertilizers or other similar.
To overcome the restrictions of the indirect systems,Ariston has developed a direct system. In a direct system the sensor is in direct contact with the cargo i.e. no filter system is required.
Ariston has developed a special sensor based on microwave technology.
The working principle is based on the reflection of microwaves by the presence of a certain concentration of water molecules. The sensor constantly checks the dielectric constant of the space 0–10cm from the microwave antenna. Reflection is processed based on medium’s dielectric properties. Water ingress in the cargo hold leads to
a substantial change of the reflection coefficient, which is detected by the microwave sensor.
The presence of water will switch the sensor to an alarm state — in both empty and loaded cargo compartment, regardless of the type of cargo carried.
SURVEYOURTM WIDAS FEATURES.y the only two-in-one water ingress detection with temperature monitoring system;
y direct contact of the microwave sensor with the cargo/space; y temperature output integration (secondary detection in coal
and grain cargoes); y safely protected (mechanically and chemically) sensors to
ensure long period of operation and proper functioning; y continuously self-checking system – to ensure safe and
continuous operation; y no or very little maintenance — to reduce the human factor
related problems; y no filter, no moving parts, no restrictions in cargo list; and y outputs for control of dewatering system (SOLAS XII 13).
Selecting the type of WIDAS demands a very careful consideration by the owners not only for the initial cost, but also for the cost of daily maintenance and repairs, and for the overall durability and trouble free operation over long period of time.
High technology, precise workmanship and design, not least the long guarantee period make Ariston’s WIDAS a good investment in safety at sea.
False alarms put bulkers at risk
Alarm bells are ringing about water-ingress in bulk carriers. Cases are
emerging of new water-ingress alarms, recently made mandatory on
bulkers, sometimes being switched off because of the irritation caused
by false alarms. One master says there are instances of ill- fitted
alarms becoming a headache for ships’ officers, who can be distracted by
the sound. He explains that many are now using the traditional measures
of checking for signs of water ingress through the sounding pipe.
The main hazards associated with the carriage of solid bulk cargoes are primarily structural damage caused by improper cargo distribution, loss, or reduction of stability during voyage and chemical reaction of cargoes, writes Ai-Cheng Foo-Nielsen.
The International Maritime Solid Bulk Cargoes (IMSBC) Code is not a new code per se. It actually replaces the Code of Safe Practice for Solid Bulk Cargoes, popularly known as the BC Code, and was made mandatory internationally under the provisions of the SOLAS Convention from 1 January 2011 via resolution MSC.268 (85) adopted at the International Maritime Organization’s (IMO) Maritime Safety Committee, 85th session in 2008 guidance on the safe stowage and shipment of solid bulk cargoes by providing information on the characteristics of the cargoes, their hazards or dangers, if any, when transporting such cargoes and setting out clear carriage requirements that are required to be followed when such cargoes are contemplated for shipment. It also provides information on what test procedures to adopt for determining the cargo’s properties in terms of possible hazards that could be present.
The Code is essentially aimed at shippers, shore-based staff (ship owners, ship operators etc) and vessels’ crew as well as national administrations to assist them with the correct identification of a cargo and assess its suitability for carriage. This is to ensure that the transport of solid bulk cargoes can be facilitated safely worldwide, based on a set of international regulations.
The new Code, as opposed to the old BC Code, has additional features and this article will attempt to provide a comprehensive list of how to use the IMSBC Code in the most effective way and how the BIMCO Solid Cargo Database can assist members in relation to the Code.
WHAT IS A SOLID BULK CARGO?The IMSBC Code is only applicable to solid bulk cargoes. A solid bulk cargo is defined in SOLAS Chapter VI (Carriage of Cargoes and Oil Fuels), regulation 1-1.2 as follows:
SOLAS regulation VI/1-1.2 –Solid Bulk Cargo Solid bulk cargo means any cargo, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment.
Though grain cargoes are solid bulk cargoes, their carriage requirements do not fall under the purview of the IMSBC Code as clearly stated in SOLAS regulation VI/1-2.1. Carriage of grain cargoes is governed by the IMO’s International Code for the Safe Carriage of Grain in Bulk popularly known as the ‘International Grain Code’.
DOES THE CODE APPLY TO ALL VESSELS?
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.
WHAT IS THE ACTUAL STATUS OF THE CODE?
Note that though the Code is legally treated as a mandatory instrument under the SOLAS Convention from 1 January 2011, the remaining provisions in the Code would remain
recommendatory or informative:
- Section 11: Security provisions (except subsection 11.1.1 on compliance with relevant provisions of SOLAS Chapter XI-2 regarding the International Ship and Port Facility Security (ISPS) Code);
- Section 12: Stowage factor conversion tables;
- Section 13: References to related information and recommendations;
- Appendices other than appendix 1, individual schedules of solid bulk cargoes; and
- Sections titled‘Description’,‘Characteristics’,‘Hazard’and ‘Emergency Procedures’ in the Individual schedules of solid bulk cargoes in appendix 1.
In addition, the use of words ‘shall’, ‘should’ and ‘may’ in the text of any of the provisions of the Code would mean that the provisions are ‘mandatory’, ‘recommendatory’ and ‘optional’ respectively.
WHAT IS THE BULK CARGO SHIPPING NAME OF A CARGO?The ‘Bulk Cargo Shipping Name’ (BCSN) is an entirely new feature introduced in the Code. In accordance with Section 1.7 (Definitions) of the IMSBC Code, BCSN is defined as follows:
“Bulk Cargo Shipping Name (BCSN) identifies a bulk cargo during transport by sea. When a cargo is listed in this Code, the Bulk Cargo Shipping Name of the cargo is identified by capital letters in the individual schedules or in the index. When the cargo is a dangerous good, as defined in the IMDG Code, as defined in regulation VII/1.1 of the SOLAS Convention, the Proper Shipping Name of that cargo is the Bulk Cargo Shipping Name”.
Each solid bulk cargo in the Code has been assigned a BCSN, which is the official and proper shipping name of the cargo. All sea transport documentation must identify a solid bulk cargo by its BCSN. Therefore, it is crucial that when contemplating any bulk shipment, members ask the shipper for the BCSN of the cargo.
Many members approach the BIMCO Secretariat with cargo enquiries supplying only the trade or commercial name of the cargo, which is insufficient for the Secretariat to be able to assist. Correct identification of a solid bulk cargo is extremely important as this will enable the Secretariat to advise members correctly, and in particular, provide the conditions necessary for the cargo to be carried safely as per the requirements of the Code. Also, knowing the BCSN of the cargo will enable members to use the IMSBC Code more effectively in terms of looking up the relevant information on the cargo quickly, since all cargoes in the Code are listed by their BCSN and do not contain commercial or trade names.
If a solid bulk cargo supposedly has the correct shipping name and is not listed in the Code, Section 1.3 of the Code must be complied with, which is explained in the subsequent paragraphs.
In addition, Section 4.1.1 of the Code states that if the solid bulk cargo is dangerous goods, the BCSN shall be supplemented by the United Nations (UN) number. SOLAS regulation VII/7.2 (Carriage of Dangerous Goods) states similar requirement for dangerous solid bulk cargoes:
Regulation 7-2 — Documents In all documents relating to the carriage of dangerous goods in solid form in bulk by sea, the bulk cargo shipping name of the goods shall be used (trade names alone shall not be used).
To give a few examples of what constitutes a BCSN, let us go to an individual cargo schedule, say ‘Mineral Concentrates’ in Appendix 1 of the Code.‘Mineral Concentrates’ is not the BCSN as it is not in capital letters. Under this schedule, there are many different types of mineral concentrates e.g. IRON CONCENTRATE’,‘ZINC SINTER’,‘CEMENT COPPER’, ‘PYRITES’. These would be the official BCSNs to be used for bulk shipment documentation as they are clearly in capital letters in the IMSBC Code. So if you have a cargo with a name given as iron ore concentrate, the official BCSN would be ‘IRON CONCENTRATE’.
‘Seed cake’ cargoes would be another example to illustrate the use of BCSN in the IMSBC Code. Dangerous ‘Seed cake’ cargoes are classified by the International Maritime Dangerous Goods (IMDG) Code. To take one class of seed cake, say seed cake UN 1386 (b), it is listed in the heading of that cargo schedule in the IMSBC Code in the following manner i.e. in capital letters as well as in small letters:
SEED CAKE, containing vegetable oil UN 1386 (b) solvent extractions and expelled seeds, containing not more than 10% of oil and when the amount of moisture is higher than 10%, not more than 20% of oil and moisture combined.
What would the BCSN for this seed cake be then? Applying the definition of BCSN, one would look at the IMDG Code to ascertain what the Proper Shipping Name of seed cake would be. Rightly so, the above is the Proper Shipping Name in the IMDG Code. As such, that would also constitute the BCSN of seed cake UN 1386 (b) carried in bulk transport.
HOW ARE SOLID BULK CARGOES CLASSIFIED IN THE IMSBC CODE?
The IMSBC Code divides solid bulk cargoes into three groups which are as follows:
Group A – consisting of cargoes which may liquefy if shipped at a moisture content in excess of their transportable moisture limit. Group B – consisting of cargoes which possess a chemical hazard which could give rise to a dangerous situation on a ship. Group C – consisting of cargoes which are neither liable to liquefy (Group A) nor to possess chemical hazards (Group B).
Though most cargoes are either a Group A, B or C cargo, some cargoes however are categorized as a Group ‘A and B’ cargo, e.g. coal, metal sulphide concentrates, fluorspar, peat moss, pyrites calcined and pyritic ash.
In addition, if the cargo is a dangerous solid bulk cargo, i.e., cargoes possessing chemical hazards, apart from the Group classification the IMSBC Code would also show the IMO class of that cargo as well as its UN number in accordance with the classification criteria set out in the IMDG Code for dangerous goods.
One should also note that there is another IMO class of materials called ‘Materials Hazardous only in Bulk’ (MHB), which are Group B cargoes i.e., possessing chemical hazards when they are transported in bulk. Presently, there are no clear classification criteria as to what constitute a MHB cargo in the IMSBC Code and in view of the mandatory status of the Code, it was emphasized at an IMO meeting last year that such criteria must be available for assessment and identification of cargoes that fall into this category. At the time of writing, an IMO correspondence group has been tasked to look into the classification criteria for MHB cargoes.
What happens if your cargo is not listed in the IMSBC Code?
If a solid bulk cargo offered for shipment is not listed in the IMSBC Code, a shipper will have to comply with Section 1.3 (Cargoes not listed in this Code) of the Code before any loading can take place. The shipper must provide the competent authority of the port of loading, characteristics and properties of the proposed cargo for carriage based on section 4 (Assessment of Acceptability of Consignments for Safe Shipment) of the Code.
This will allow the competent authority to assess the proper carriage requirements of the proposed cargo and if no hazards are present, the competent authority will authorize/approve its carriage with the notification of the same to the competent authorities of the port of discharging and of the flag state accordingly.
However, if the proposed cargo presents hazards, the competent authorities of the port of discharging and of the flag State will have to be consulted as well, whereby the three parties would set out the appropriate carriage requirements for the cargo.
In both cases, the competent authority of the port of loading would provide the Master with a certificate stating the cargo’s characteristics and its carriage requirements to be followed to ensure safe carriage. The competent authority will also have to submit an application to IMO within one year from the issue of certificate to have the cargo listed in the IMSBC Code.
WHAT ARE THE SHIPPER’S OBLIGATIONS?The shipper’s statutory obligations are set out in SOLAS regulation VI/2.1 (Cargo Information) and specifically detailed in section 4 of the IMSBC Code.
In accordance with SOLAS regulation VI/2.1, the shipper must provide the Master or his representative with appropriate information on the cargo sufficiently in advance of loading so that precautions for proper stowage and safe carriage of the cargo can be ensured. This information has to be in writing and has to comply with Section 4 of the IMSBC Code, which includes inter alia information as follows:
- The BCSN when the cargo is listed in this Code. Secondary names may be used in addition to the BCSN;
- The cargo group (A and B,A, B or C); y The IMO Class of the cargo, if applicable;
- The UN number preceded by letters UN for the cargo, if applicable;
- The total quantity of the cargo offered;
- The stowage factor;
- The need for trimming and the trimming procedures, as necessary;
- The likelihood of shifting, including angle of repose, if applicable;
- Additional information in the form of a certificate on the moisture content of the cargo and its transportable moisture limit in the case of a concentrate or other cargo which may liquefy;
- The likelihood of formation of a wet base (see subsection 7.2.3 of this Code); y Information on toxic or flammable gases which may be generated by cargo, if applicable;
- Flammability, toxicity, corrosiveness and propensity to oxygen depletion of the cargo, if applicable;
- Self-heating properties of the cargo, and the need for trimming, if applicable;
- Properties on emission of flammable gases in contact with water, if applicable;
- Radioactive properties, if applicable; and
- Any other information required by national authorities.
IS SOME STATUTORY FORM OF CARGO DECLARATION REQUIRED?
From 1 January 2011, the shipper will have to provide cargo information
in accordance with Section 4 of the IMSBC Code as mentioned above and
the cargo information shall be accompanied by a cargo declaration form
set out in the IMSBC Code, a copy of which is included at the end of
this article.
WHAT ARE THE EXEMPTIONS AND EQUIVALENT MEASURES IN THE CODE?
Section 5
of the IMSBC Code covering ‘Exemptions and equivalent measures’ is a new
section in Code. In essence, this section provides information relating
to tripartite agreements in respect of any exemption or equivalent
measures granted or adopted by a competent authority of either port
state of loading, port state of discharging or flag state.
Under this section, a competent authority of either port state of departure, port state of arrival or flag state may authorize an alternative provision in place of a particular provision in the IMSBC Code by exemption if the competent authority is satisfied that the alternative provision is at least as effective and safe as that required by the Code. The recipient of the exemption shall notify other relevant competent authorities concerned prior to any shipment taking place, as the acceptance of an exemption by a non-party is subject to discretion by that competent authority.
The validity of the exemption is not more than five years from the date of authorization and a copy of the exemption shall be lodged with the IMO, who will bring it to the attention of all contracting parties to SOLAS and if appropriate, to amend the IMSBC Code to cover the exemption accordingly. In addition, a copy of the exemption or an electronic copy thereof shall be maintained on board each ship transporting solid bulk cargoes as per exemption requirements.
ARE THERE NEW CARGO ENTRIES IN THE IMSBC CODE?The IMSBC Code contains some new schedules and the ones that would be of most interest to members are as follows: Direct reduced iron (C) (by-products fines): The IMSBC Code has two current entries on direct reduced iron – DRI (A) and DRI (B). Now, there is a new cargo schedule called DRI (C), which is a cargo of by-product fines generated from the manufacturing and handling processes of DRI (A) and (B) materials. It is also classified as a Group B cargo and has very
strict carriage requirements e.g. moisture limit not more than 0.3%, carriage and oxygen concentration to be maintained at less than 5% throughout the whole voyage. These strict requirements are due to the difficult assessment of the reactivity of this cargo and hence a worst case scenario is to be assumed at all times.
Sulphur (formed, solid): The IMSBC Code has only one dangerous sulphur cargo schedule namely sulphur UN 1350 (crushed lump and coarse grained). Now, there is a new sulphur schedule ‘Sulphur
(formed, solid)’ added into the Code and it is classified as a Group C cargo, i.e., non-dangerous.
This category applies only to co-products coming from sour gas processing or oil refinery operations which have been subjected to a forming process that converts the sulphur from a molten state into specific solid shapes (e.g. prills, granules, pellets, pastilles or flakes). Note that this category will not apply to sulphur co-products coming from sour gas processing or oil refinery operations which have not been subjected to the forming process described above.
Coal: The coal schedule is not a new schedule. However, it can be considered new in the sense that it has been amended to include carriage requirements of coal on gravity-fed self- unloaders.
IS THE SUPPLEMENT TO THE IMSBC CODE MANDATORY?The Code comes with a supplement which is not mandatory. The supplement includes the following:
The BLU Code: The intention of the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) is to provide Masters of bulk carriers, ship owners, shippers, operators of bulk carriers, charterers, terminal operators and other parties concerned, guidance relating to the safe handling, loading and unloading of solid bulk cargoes.
Despite the supplement not being mandatory, members should take note that the BLU Code is mandatory in the European Union in its 27 member countries (reference: EU Directive 2001/96/EC) as well as in some other non-EU countries. Some flag states have also given the BLU Code mandatory status for their ships.
Nevertheless, the requirement to have a loading/unloading plan as required by the BLU Code is mandatory under SOLAS (reference: SOLAS regulation VI/7 – Loading, unloading and stowage of bulk cargoes).
The BLU Manual: The intention of the Manual on Loading and Unloading of Solid Bulk Cargoes for Terminal Representatives is to provide terminal representatives (as defined in the BLU Code) and others involved in the handling of solid bulk cargoes, including those responsible for the training of personnel, more detailed guidance in the understanding of the key issues to be dealt with at the interface between the ship and the terminal as well as assisting the ship’s personnel to understand the issues involved from the terminal’s perspective. The BLU manual is intended to complement the BLU Code.
MSC/Circ. 908: Uniform Method of Measurement of the Density of Bulk Cargoes: Prior to loading bulk cargo on a bulk carrier, the shipper is required to declare the density of the cargo, which must be verified by an accredited testing organization. This circular provides a method for measuring the density of bulk cargoes by using the performance specification prescribed in the said circular. 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. This circular contains a list of solid bulk cargoes for which a fixed gas fire- extinguishing system may be exempted e.g. ore, coal, grain and unseasoned timber as per SOLAS regulation II-2/10, and cargoes which are not combustible or have a low fire risk. The circular also includes a list of solid bulk cargoes for which a fixed gas fire-extinguishing system is ineffective and for which a fire- extinguishing system giving equivalent protection must be available.
Res. A. 864(20): Recommendations for Entering Enclosed Spaces Aboard Ships. This set of practical recommendations has been made to enable ship owners, ship operators and seafarers to adopt safety procedures aimed at preventing casualties to ship personnel entering enclosed spaces where there may be an oxygen-deficient, flammable and/or toxic atmosphere.
MSC.1/Circ.1264: Recommendations on the Safe Use of Pesticides in Ships Applicable to the Fumigation of Cargo Hold. This circular provides guidance to shipmasters on the use of various pesticides (fumigants) with the safety of crew personnel in mind.
HOW ARE CHANGES TO THE IMSBC CODE EFFECTED?The IMSBC Code will be revised every two years and the first amendment (01-11) is already in the process of being finalized at the IMO and will become mandatory in 2013. Just like the IMDG Code, the IMSBC Code will have a transitional period where both the first IMSBC code and the O1-11 Amendment to the IMSBC Code can be used i.e. in the year 2012. In short, a new IMSBC Code will come into force every odd-numbered year.
WHAT ABOUT THE SURVEY & CERTIFICATION REQUIREMENTS FOR THE IMSBC CODE?
The IMSBC Code does not contain any survey and certification requirements. However, it is envisaged that many ports and other authorities will require a Certificate of Compliance with the IMSBC Code from ship owners to demonstrate some form of compliance with the requirements of the Code. In this regard, the vessel’s Classification Society should be consulted accordingly.
WHAT IS THE BIMCO SOLID CARGO DATABASE?Available exclusively to BIMCO members, the BIMCO Solid Cargo Database was established in 2003 by the Marine Department as part of BIMCO’s continuing efforts to provide better information and service.
The database, which is live on BIMCO’s website, is designed to provide information and guidance on the various types of dry bulk cargoes and is primarily intended for use by shore-based staff and vessels’ crew. Members will find wide-ranging information on cargoes in database including but not limited to:
- Safe practices and appropriate precautions to be taken forhold cleaning, loading, trimming, carriage and discharge, including but not limited to information and precautions on weather, protective clothing, etc for dry bulk cargoes;
- Descriptions, characteristics and properties of the most commonly transported dry bulk cargoes;
- Guidance and suggestions on the type of certification required for the cargo and the carriage of said cargo as required by the aforementioned IMO codes or by Safety of
- Life at Sea (SOLAS) requirements; y Guidance as to what occupational hazards may be posed to personnel handling the cargo, for instance as posed by alumina dust which is not only extremely abrasive but can also be toxic if inhaled;
- The type of packaging normally used for the shipment of the cargo (bulk and/or bags, barrels, etc.) and the applicable IMO requirements depending upon the type of packaging chosen;
- Emergency response section providing guidance on safety procedures in the event of fire or the spillage of the cargo;
- Synonyms or trade names commonly used for the cargo; and y Information on the origin of the cargo.
IS YOUR CARGO A GROUP ‘A’, ‘B’ OR ‘C’ CARGO?
Members involved in the shipment of solid bulk cargoes have many a times asked the Secretariat whether a cargo is a Group A or B or non-dangerous C cargo. Now, the answers can easily be found in the database. However, it should once again be emphasized that obtaining the right BCSN of the cargo is crucial in order to find the correct information in the cargo database.
NEW FEATURESThe BIMCO Secretariat is pleased to announce some new features in the BIMCO Solid Cargo Database that were launched in December 2010. Now, listings of Groups ‘A’, ‘B’ and ‘C’ cargoes as defined in the IMSBC Code are available to assist members to find the classification of a cargo easily and quickly.
For example, if you wish to see if your cargo is a non- dangerous cargo, i.e. a Group C cargo, simply go to the Group ‘C’ listing to find out. Similarly, if you wish to see if your cargo is a dangerous cargo, you would just need to go to the Group ‘B’ listing to check.
Another recently-introduced feature is easy access to the information contained in the database by linking the cargoes in the above-mentioned listings directly to the database.
This is how it works: once you have found the classification of your cargo on the list, one click on that cargo will bring you directly to the cargo information sheet of that cargo, including the carriage requirements contained in the cargo database.
A further helpful feature is that the new listings provide a general view of the typical cargoes that are usually classified under the Groups ‘A’, ‘B’ or ‘C’ listings, which is not available in the IMSBC Code. Any operators with a solid bulk cargo that is not found on any of the lists should contact the BIMCO Marine Department for assistance.