IMO updates regulation for solid bulk cargoes, dangerous goods & grains

The dry bulk sector’s specialist codes continue to be subject to revision and amendment, writes

Benjamin Buonviri, Manager of Regulatory Affairs, ABS.

The IMO process covering regulation of the transport of dry bulk cargoes at the Maritime Safety Committee (MSC) continues to evolve to address emerging safety issues, with significant amendments adopted at both MSC 105 and this year’s 107th meeting.

In its 105th session the MSC adopted Resolution MSC.500(105) containing several amendments to the International Maritime Solid Bulk Cargoes (IMSBC) Code. This set of amendments (06-21 Amendments) includes the reclassification of ammonium nitrate based fertilizer (nonhazardous), amendments to section seven addressing “Cargoes which may liquefy or undergo dynamic separation and the addition of new definitions relating to the phenomenon of ‘dynamic separation,’ including deliberations regarding the definition of ‘group A’ cargoes.”

New schedules for lead concentrate and leach residue containing lead were adopted along with amendments to substance identification number for bulk cargoes. These amendments will enter into force on 1 December 2023, but may be applied by flag Administrations on a voluntary basis from 1 January 2023.

At this year’s 107th session, MSC continued the process to update and revise the requirements of the ISMBC Code for existing or new substances. To this scope, having considered the amendments (07-23) to the IMSBC Code, Resolution MSC. 537(107) was adopted with entry into force on 1 January 2025. These amendments may be applied in whole or in part on a voluntary basis from 1 January 2024.

The amendment (07-23) of the IMSBC Code includes new or revised schedules for 11 cargoes, as well as amendments to the Code on subjects such as inclusion of definitions for ‘dynamic separation’ and ‘Cargoes which may undergo dynamic separation’ (the formation of a liquid slurry (water and fine solids) above the solid material, resulting in a free surface effect which may significantly affect the ship’s stability) into the forms specifying the characteristics of the cargo and the required conditions for carriage and handling of that cargo.

It further seeks to clarify in the Code the shippers’ obligation to declare technical aspects of cargoes and clarify carriage requirements of spare charges for self-contained breathing apparatus (SCBAs).

The Committee also approved MSC.1/Circ.1453/Rev.2. on Guidelines for the submission of information and completion of the format for the properties of cargoes not listed in the IMSBC Code and their conditions of carriage with mandatory entry-into-force date of 1 December 2023.

It additionally approved MSC.1/Circ.1454/Rev.2. on Guidelines for developing and approving procedures for sampling, testing and controlling the moisture content for solid bulk cargoes which may liquefy with mandatory entryinto-force date of 1 December 2023.

Lastly, the Committee approved MSC.1/Circ.1395/Rev.6 on lists of solid bulk cargoes for which a fixed gas fireextinguishing system may be exempted or for which a fixed gas fire-extinguishing system is ineffective, aiming to provide guidance to Administrations. This circular supersedes MSC.1/Circ.1395/Rev.5.

Imdg Code Amendments

MSC 105 also adopted Resolution MSC.501(105) containing several amend-ments to the International Maritime Dangerous Goods (IMDG) Code. This set of amendments (41-22 Amendments) is intended to alight with the amendments to the UN Recommendations on the Transport of Dangerous Goods, 21st Revised Edition.

In addition to the regular review of new and existing substances, these amendments include a new definition for ‘pressure receptacle shell’ in 1.2.1 of the IMDG Code, guidance on marking of refillable UN pressure receptacles and guidance on portable tanks with shells made of fibrereinforced plastic (FRP) materials. These amendments will enter into force on 1 January 2024, but may be applied by Administrations on a voluntary basis beginning 1 January 2023.

Amendments To The International Grain Code

The 107th MSC also approved amendments to the International Code for the Safe Carriage of Grain in Bulk (Grain Code) which introduce a new class of loading conditions for special compartments which are defined as ‘specially suitable compartment, partly filled in way of the hatch opening, with ends untrimmed’.

This definition refers to a compartment which is not filled to the maximum extent possible in way of the hatch opening but is filled to a level equal with or above the bottom edge of the hatch end beams and has not been trimmed outside the periphery of the hatch opening by the provisions of regulation A /10.4 of the Grain Code.

In such compartments, the bulk grain shall be filled to a level equal with or above the bottom edge of the hatch end beams but may be at its natural angle of repose outside the periphery of the hatch opening. After loading, only the free grain surface in way of the hatch opening shall be level. A compartment may qualify for this classification if it is ‘specially suitable’ as defined in regulation A/2.7 of the Grain Code, in which case dispensation may be granted from trimming the ends of that compartment.

Additional amendments in Part B of the Grain Code addressing calculation assumptions have also been made to provide guidance on the assumed slope of the cargo when partly filled in way of the hatch opening with ends untrimmed, for the purpose of determining the assumed volumetric heeling moment.

The above noted amendments are expected to be adopted at MSC 108 (due to be held in April 2024). The currently anticipated date of entry into force for these amendments is 1 January 2026. The amendments will be applicable to new and existing ships and the stability booklet (which details various loading conditions and the stability characteristics associated with those loading conditions) should include relevant information before the first time a ship is loaded in accordance with the newly specified loading conditions on or after the date of entry into force.

As the industry geared up for the much anticipated MEPC 80 (Marine Environment Protect Committee) meeting, held from 3–7 July, INTERCARGO Secretary General Kostas Gkonis reiterated the importance that mid-term measures to help the IMO’s decarbonization ambitions should be both simple and effective, so as to be efficiently implemented by ships worldwide.

Dr Gkonis was commenting on the IMO’s 15th session of the Intersessional Working Group on the Reduction of GHG Emissions from Ships in support of the paper submitted by ICS ISWG-GHG 15/3/7 — Further information about a basket of measures combining an IMSF&R (Fund and Reward) mechanism (economic measure) and a Global (GHG) Fuel Standard (technical measure)

He congratulated the IMO Secretariat for the hard work and commitment to their difficult task and thanked all those who had submitted papers, adding that representing the dry bulk sector — arguably the most efficient cargo carriage mode on earth - INTERCARGO has done much itself to support measures to decarbonise the industry and achieve net zero emission shipping by or around 2050.

This has included, in previous meetings, promoting the concept of Green Hubs for developing the necessary infrastructure to ensure availability of low/zero carbon fuels in ports around the world, and supporting along with its industry partners the establishment of an international maritime research fund for decarbonizing shipping.

Regarding medium-term measures, Dr Gkonis referred to INTERCARGO’s written submissions in early 2021 to MEPC for taking forward and implementing mandatory market-based measures for international shipping, while soon after and five intersessional meetings ago, INTERCARGO, after years of championing the concept in industry deliberations, was a frontrunner along with ICS in putting forward a levy-based MBM, per tonne of CO2 emissions, to expedite the uptake and deployment of zero-carbon fuels.

“Since then, our Association has consistently supported in principle the revised proposals aptly developed by the industry body, the International Chamber of Shipping,” he said.

“On this occasion, INTERCARGO reiterates the importance that the basket of mid-term measures should be both simple and effective, so as to be efficiently implemented by ships worldwide.

“In this respect we express our support for the revised International Maritime Sustainability Fund & Reward mechanism, including the establishment of an IMO Maritime Sustainability Fund as in paper ISWG-GHG 15/3/7 by ICS and its combination with a simpler design of the Global GHG Fuel Standard, a technical measure as in document ISWG-GHG 15/3/6 again by ICS.”

The IMO revised its Green House Gas (GHG) Strategy at the MEPC 80 meeting with a goal of reaching net-zero GHG emissions by or around 2050.

INTERCARGO fully supports the IMO’s ambition to achieve net zero emission shipping by this time, however, it stresses that the responsibility for decarbonization cannot be placed solely on the shoulders of the ship operator — it is a challenge that must be dealt with holistically by the entire supply chain.

Algoma Central Corporation (Algoma) has ordered two new 72,250dwt methanolready, Kamsarmax-based ocean belt selfunloading vessels that will be built to ABS Class from Algoma.

The methanol-ready Kamsarmax vessels will support Algoma’s decarbonization efforts with the new ships designed to exceed EEDI Level III requirements and to include Tier 3 engines. The vessels are expected to be 40 percent more efficient than the ships they will replace, owing to a combination of fuel efficiency and optimized cargo lift.

“ABS is proud to help Algoma modernize their fleets and support their sustainability strategy. Methanol is a promising fuel source to reduce shipping emissions, and these vessels will be ready to adopt this as bunkering infrastructure matures,” said John McDonald, ABS President and Chief Operating Officer.

“These vessels have been designed with safety and optimization at the top of mind and will be a model for the next generation of vessels. ABS has worked with Algoma for over 25 years providing technical expertise and services to help us achieve quality vessel performance, and we look forward to continuing to work together to maximize safety and accelerate efficiency,” said Gregg Ruhl, President and CEO of Algoma.

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