IMSML Website Article 43/2024: Resolution MSC.539(107) - Amendments to the International Maritime Solid Bulk Cargoes (IMSBC) Code (PART 3 of 7), Section 4 - Assessment of Acceptability of Consignments for Safe Shipment, AND Section 5 - Trimming Procedures
Section 4 - Assessment of Acceptability of Consignments for Safe Shipments
Section 4.1.1 - Bulk Cargo Shipping Name
A Bulk Cargo Shipping Name (BCSN) is assigned for each solid bulk cargo in this Code, and shall be used for identification in the transport document, see Section 4.1.1.1. The BCSN shall consist of the Proper Shipping Name, followed by the UN Number, see Section 4.1.1.1. Under Section 4.1.1.3, the BCSN shall consist of the following:
[1] A chemical or technical name of the material;
[2] A specific description to identify the properties of the material; AND …
[3] The UN number.
How should waste cargoes be labelled when transported for disposal, or for processing for disposal? The name of the cargoes shall be preceded by the word ‘WASTE’, see Section 4.1.2.
How should solid bulk cargoes be classified? Section 4.1.4 prescribes the following:
[1] in accordance with the UN Manual of Tests and Criteria, Part III;
[2] Usage of test procedures approved by the competent authority of the country of origin (where such test procedures exist);
[3] In the absence of the test procedures in [2] above, properties of the solid bulk cargo to be determined in accordance with Appendix 2 of this Code.
Section 4.2 - Provision of Information
What shall the shipper provide the master or their representative in advance of loading? Appropriate information on the cargo sufficiently in advance to enable precautions which may be necessary for proper stowage and safe carriage of cargo to be implemented, see Section 4.2.1.
What shall the cargo information include? Section 4.2.2 requires the following:
[1] The BCSN when the cargo is listed in the Code. Note that secondary names may be used in addition to the BCSN;
[2] The Cargo Group (A and B, A, B or C);
[3] IMO Class of the Cargo (if applicable);
[4] UN number, preceded by the letters ‘UN’ for the cargo (if applicable);
[5] Total quantity of the cargo offered;
[6] Stowage factor;
[7] Bulk density (as required by SOLAS, Regulation XII/10);
[8] Need for trimming and the trimming procedures (as necessary);
[9] Likelihood of shifting (including angle of repose, if applicable);
[10] Certificate on the moisture content of the cargo, and transportable moisture limit (in the case of Group A Cargo);
[11] Likelihood of formation of a wet base;
[12] Toxic or flammable gases which may be generated by cargo (if applicable);
[13] Flammability, toxicity, corrosiveness and propensity to oxygen depletion of the cargo (if applicable);
[14] Self-heating properties of the cargo, and the need for trimming (if applicable);
[15] Properties on emission of flammable gases in contact with water (if applicable);
[16] Radioactive properties (if applicable);
[17] Whether or not the cargo is classified as harmful to the marine environment (in accordance with Appendix I of Annex V of the International Convention for the Prevention of Pollution from Ships 1973, as modified by the Protocol of 1978 relating thereto as amended); AND …
[18] Any other information as required by national authorities.
Information provided by the shipper shall be accompanied by a declaration, see Section 4.2.3, and ay be in non-paper form techniques such as Electronic Data Processing (EDP) or Electronic Data Interchange (EDI).
Section 4.3 - Certificates of Test
Why should the shipper arrange for the cargo to be properly sampled and tested? In order to get the necessary information to provide to the master (or their representative), together with the appropriate certificates of test (if required by this Code), see Section 4.3.1.
What shall the shipper provide the ship’s master (or their representative) when a Group A Cargo is carried? Section 4.3.1 mandates the following:
[1] A signed certificate of the TML (Note, this is this the ‘Transportable Moisture Limit’, as Group A Cargo is hazardous due to moisture that may under liquefaction or dynamic separation, if shipped at a moisture content above the TML);
[2] A signed certificate or declaration of moisture content (Note, this could be issued by an entity recognised by the load port’s competent authority);
[3] Test result for determining the TML;
[4] A statement by the shipper that the moisture content is, to the best of their knowledge and belief, the average moisture content of the cargo at the time when the declaration is presented to the master.
Should the procedures for sampling, testing and controlling moisture content be approved and implementation checked by the load port’s competent authority? YES !!! The document issued by the competent authority stating that the procedures have been approved shall be provided to the master or their representative, see Section 4.3.3.
How will the procedures in Section 4.3.3 above differ if cargo is loaded onto the ship from barges? The shipper shall include procedures that the cargo on barges from any precipitation and water ingress, see Section 4.3.4.
When Group A Cargo is loaded into more than one cargo space, what court of certificate or declaration of moisture is needed? The moisture content of each type of finely grained material loaded into each cargo space is required. However, where the moisture content is uniform throughout the consignment, then one certificate or declaration of average moisture content for all cargo spaces is acceptable, see Section 4.3.5
What should be done for cargoes possessing chemical hazards? The certificate of origin shall be accompanied by a statement from the shipper that the chemical characteristics of the cargo are, to the best of their knowledge, are those present at the time of the ship’s loading, see Section 4.3.6 (Note, that samples shall be representative of the whole depth of the stockpile).
Section 4.4 - Sampling Procedures
Proper sampling is to ensure that the cargo samples are truly representative, see Section 4.4.1. Only suitably trained persons in sampling procedure under supervision, who are fully aware of the full properties of the consignment, shall conduct sampling, see Section 4.4.2.
Under Section 4.4.3, for Group A Cargo, the shipper shall facilitate the access to stockpiles for the purposes of the following:
[1] Inspection;
[2] Sampling;
[3] Subsequent testing by the ship’s nominated representative.
What shall be done prior to taking sample? Within the limits of practicability, a visual inspection of the consignment which is to form the ship’s cargo shall be carried out, see Section 4.4.4.
Is there anything which shall be sample and analysed separately? Any substantial portions of material which appear to be contaminated or significantly different in characteristics, see Section 4.4.4. Note, it may be necessary to reject those particular portions as unfit for shipment, depending on the results obtained in those tests.
What factors does Section 4.4.5 require that representative samples shall take into account?
[1] Type of material;
[2] Particle size distribution;
[3] Composition of material and its variability;
[4] How the material is stored, eg:
[a] stockpiles;
[b] rail wagons or other containers;
[c] transferred or loaded by material handling systems such as:
[i] conveyors;
[ii] loading chutes;
[iii] crane grabs etc.
[5] Chemical hazards (eg toxicity, corrosivity etc);
[6] Characters which have to be determined, for example:
[a] Moisture content;
[b] TML;
[c] bulk density / stowage factor;
[d] angle of repose, etc.
[7] Variations in moisture distribution throughout the consignment which may occur due to:
[a] weather conditions;
[b] natural drainage 9due to lower levels of stockpiles or containers);
[c] other forms of moisture migration.
[8] Variations which may occur following the freezing of material.
How should utmost care be taken to prevent changes in quality and characteristics throughout the sampling procedures? Samples for moisture testing shall be immediately placed in suitable airtight, non-absorbent containers with a minimum of free air space to minimize any change in moisture content, see Section 4.4.6. Note, such containers should be properly marked.
What are the applicable standards for the sampling test? Unless expressly provided otherwise, it is the internationally or nationally accepted standard procedure, see Section 4.4.7.
How should the sampling of stationery stockpiles of unprocessed mineral ores be carried out? Only when access to the depth of the stockpile is available, AND samples from the full depth of the stockpile can be extracted, see Section 4.4.8.
Section 4.5 - Interval between Sampling / Testing and Loading for TML and Moisture Content Determination
Who bears the responsibility of conducting a test to determine the TML of a solid bulk cargo? The shipper and this must be done within 6 months to the date of loading, see Section 4.5.1.
Does the shipper ever need to conduct the test again? Yes, if the the composition or characteristics of the cargo are variable for any reasons, to determine the TML after it is reasonably assumed that such variation has taken place, see Section 4.5.1.
When shall the shipper ensure that sampling and testing for moisture content is conducted? As near as practicable to the date of commencement of loading. The interval between sampling /testing and the date of commencement of loading shall never be more than 7 days, see Section 4.5.2.
What should be done if the cargo has been exposed to significant rain or snow between the time of testing and the date of completion of loading? The shipper shall be responsible for ensuring that the moisture content of the cargo is still less than its TML, and evidence of this is provided to the master as soon as practicable, see Section 4.5.2.
How are samples from frozen cargo to be tested? The sample shall be tested for TML or moisture content after the free moisture has completely thawed, see Section 4.5.3.
Section 4.6 - Sampling Procedures for Concentrate Stockpiles
Does the characteristics of the material and the form in which it is available affect the selection of the procedures for sampling? YES. Hence it is not practicable to specify a single method of sampling for all consignments, see Section 4.6.1.
What must be done in the absence of internationally or nationally accepted standard sampling procedures? Sampling procedures for concentrate stockpiles may be used to determine the moisture content and the TML of mineral concentrates, see Section 4.6.1.
Can these procedures replace sampling procedures such as automatic sampling? These procedures are not intended as a replacement. The important thing is for the sampling that achieves equal or superior accuracy of either moisture content or TML, see Section 4.6.1.
What are the standards applicable to subsamples? To be taken in a reasonably uniform pattern, where possible from a levelled stockpile, see Section 4.6.2. A plan of the stockpile can be drawn and divided into areas , each of which contains approximately 125t, 250t or 500t, depending on the amount of concentrate to be shipped. Each subsample is to be drawn from approximately 50cm below the surface of the designated area, see Section 4.6.3, following the scale in Section 4.6.4, and thoroughly in order to obtain a fully representative sample, see Section 4.6.5.
Section 4.6.6 identifies the following basic procedural steps:
[1] Identification of consignment to be sampled (see Section 4.6.6.1);
[2] Determination of the number of individual subsamples and representative samples (see Section 4.6.6.2);
[3] Determination of the positions from which to obtain subsamples and the method of combining such subsamples to arrive at a representative sample (see Section 4.6.6.3);
[4] Gathering of individual subsamples and placing them in sealed containers (see Section 4.6.6.4);
[5] Thorough mixing of subsamples to obtain the representative sample (see Section 4.6.6.5);
[6] Placing the representative sample in a sealed container if it has to be shipped to a test laboratory (see Section 4.6.6.6).
Examples of standardised sampling procedures are provided in Section 4.7 (for information), such as:
[1] ISO 3082: 2017 - Iron ores sampling and sample preparation procedures;
[2] IS 1405: 2010 - Iron ores sampling and sample preparation - Manual Method;
[3] ISO 1988: 1975 - Hard coal - Sampling;
[4] ASTM D2234 / D2234M-17 - Standard Practice for Collection of a Gross Sample of Coal;
[5] Australian Standards:
[a] AS 4264.1 - Coal and coke - Sampling, Part 1: Coal - Sampling Procedures;
[b] AS 1141 - Series - Methods for Sampling and Testing Aggregates;
[c] BS 1017-1: 1989 - Sampling of coal and coke: Methods for sampling of coal;
[d] BS 1017-2: 1994 - Sampling of coal and coke: Methods of sampling for coke.
[6] Canadian Standard Sampling Procedure for Concentrate Stockpiles;
[7] European Communities Method of Sampling for the Control of Fertilizers;
[8] Japanese Standards:
[a] JIS M 8100 - Japanese General Rules for Methods of Sampling Bulk Materials;
[b] JIS M 8100: 1992 - Particulate Cargoes - General Rules for Methods of Sampling.
[9] Polish Standard Sampling procedures for:
[a] Iron and Manganese Ores - Ref No PN-67/H-04000;
[b] Non-ferrous Metals - Ref No PN-70/H-04900.
[10] Russian Federation Standard Sampling Procedure for the Determination of Moisture Content in Ore Concentrates.
Section 4.8 - Documentation Required on Board the Ship Carrying Dangerous Goods
Does each ship carrying goods in solid form in bulk have a special list or manifest? Yes. It sets forth the dangerous goods on board and the location thereof, in accordance with SOLAS Regulation VII/7-2.2, see Section 4.8.1. Note, a detailed stowage plan, which identifies by class and sets out the location of all dangerous on board, may be used in place of such a special list or manifest.
Does the ship need to carry on board appropriate instructions on emergency response to incidents involving dangerous goods in solid form in bulk are carried? Yes, see Section 4.8.2.
Section 5 - Trimming Procedures
Section 5.1 - General Provisions for Trimming
What is the advantage of trimming a cargo? It reduces the likelihood of the cargo shifting, and minimises the air entering the cargo, see Section 5.1.1. Note, that air entering the cargo could lead to spontaneous heating. To minimise this risk, cargoes shall be trimmed reasonably level, as necessary, see Section 5.1.1.
Should cargo spaces be loaded as full as practicable? Yes, but without resulting in the excessive loading on the bottom of the structure or ‘tween deck to prevent sliding of a solid bulk cargo, see Section 5.1.2.
What factors are to be given due consideration with respect to the amount of solid bulk cargoes in each cargo space? The possibility of shifting, and longitudinal moments and forces of the ship, see Section 5.1.2. Note, alternate hold loading restrictions as required by SOLAS Chapter XII, may also be needed to be taken into account.
Therefore, the cargo shall be spread as widely as practicality to the boundary of the cargo space, see Section 5.1.2. The master has the right to require that the cargo be trimmed level, where there is any concern regarding stability based on the information available (ie taking into account the characteristics of the ship and the intended voyage), see Section 5.1.3.
Section 5.2 - Special Provisions for Multi-Deck Ships
How is the ship to be trimmed when bulk cargo is loaded only in the lower cargo spaces? The ship shall be trimmed sufficiently to equalize the mass distribution on the bottom structure, see Section 5.2.1.
How is the ship to be trimmed when solid bulk cargoes are carried in the ‘tween decks? Firstly, the hatchway of such ‘tween decks shall be close where loading information indicates an unacceptable level of stress of the bottom structure if the hatchways are left open. Second, The cargo shall be trimmed reasonably level and shall either extend from side-to-side, OR be secured by additional longitudinal divisions of sufficient strength. Third, the deck structure shall not be overloaded as the safe load-carrying capacity of the ‘tween decks shall be observed, see Section 5.2.2.
How about coal cargoes carried in ‘tween decks? The hatchways of such ‘tween decks shall be tightly sealed to prevent air moving up through the body of the cargo in the ‘tween decks, see Section 5.2.3.
Section 5.3 - Special Provisions for Cohesive Bulk Cargoes
The general provisions of Section 5.1 (see above) shall be applicable for cohesive cargoes, see Section 5.3.1.
Why is the angle of repose not included in the individual schedules for cohesive cargoes? The angle of repose is not an indicator of the stability of a cohesive bulk cargoes, see Section 5.3.2.
Section 5.4 - Special Provisions for Non-Cohesive Bulk Cargoes
What are non-cohesive bulk cargoes? Those list in Paragraph 1, Appendix 3 of this Code. It includes any cargo not listed in the Appendix, which exhibit properties of a non-cohesive material, see Section 5.4.1.
Is the angle of repose indicative of cargo stability of non-cohesive bulk cargoes? It is a characteristics of such cargoes and has been included in the individual schedules for non-cohesive cargoes. The angle of repose of cargoes shall establish which provisions of this section apply, see Section 5.4.2. Note, that methods for determining the angle of repose are provided in Section 6 (see subsequent IMSML Website Article 44/2024).
Section 5.4.3 - Non-cohesive Bulk Cargoes having an Angle of Repose Less Than or Equal to 30 Degrees
These cargoes flow freely, eg grain. It shall be carried according to provisions applicable to the stowage of grain cargoes, see Section 5.4.3.
What shall be taken into account when determining the bulk density of the cargoes? See Section 5.4.1 which identifies the following:
[1] Scantlings and securing arrangements of divisions and bin bulkheads; AND …
[2] Stability effect of free cargo surfaces.
Section 5.4.4 - Non-Cohesive Bulk Cargoes having an Angle of Repose Greater than 30 Degrees to 35 Degrees Inclusive
Cargoes shall be trimmed according to the following criteria:
[1] The unevenness of the cargoes surface is measured as the vertical distances (△h). This is between the highest and lowest levels of the cargoes surface shall not exceed B/10. B is the beam of the ship in metres, with a maximum allowable △h is 1.5m (see Section 5.4.4.1); OR …
[2] Loading is carried out using trimming equipment approved by the competent authority (see Section 5.4.4.2).
Section 5.4.5 - Non-Cohesive Bulk Cargoes having an Angle of Repose Greater than 35 Degrees
The provisions here are similar to that in Section 5.4.4, with one difference: The △h is 2m.
Thank you for reading IMSML Website Article 43/2024
Stay tuned for the next IMSML Website Article 44/2024: Resolution MSC.539(107) - Amendments to the International Maritime Solid Bulk Cargoes (IMSBC) Code, Section 6 - Methods of Determining the Angle of Repose, AND Section 7 - Cargoes which may Liquefy or Undergo Dynamic Separation
Signing-off for today,
Dr Irwin Ooi Ui Joo, LL.B(Hons.)(Glamorgan); LL.M (Cardiff); Ph.D (Cardiff); CMILT
Professor of Maritime and Transport Law
Faculty of Law
Universiti Teknologi MARA Shah Alam
Selangor, Malaysia
Tuesday, 27 August 2024
Note that I am the corresponding author for the IMSML Website Articles. My official email address is: uijoo310@uitm.edu.my