In the Derbyshire Forum Posting #138 indicates that between 1980 and 1994 a total of 149

bulk carriers were lost with a total of 1144 lives.

Has anyone got any information as to whether those figures have been updated at all since
they were first researched.

The numbers I mentioned in my posting #138 were from Lord Donaldson's inquiry into the
sinking of the Derbyshire.

If you Google “ MV Derbyshire Sinking” and open up the British Parliament Hanzard
records(3 july 1996), they state these figures along with some really shocking information
on 'iffy' bulkcarrier construction procedures and operational standards. They also state
that 9 of these ships were lost in the year 1994 along with 123 crew.

In another post in this forum (can't find it at the moment) I referred to a Japanese
Government research paper stating that between the years 1978 to 2000, 2067 crew were
lost with 1126 of them being attributed to a structural failure in the hull.

The 2011 Intercargo Bulk Carrier Casualty Report noted that 13 dry bulk vessels and 39
lives were lost in 2011 and that half of the lives lost were on ships with cargo related
issues. Furthermore, one of the vessels lost was carrying nickel ore, and this cargo in
particular remains a cause for serious concern within the dry bulk industry. We trust that
no effort will be spared to investigate the causes of these incidents.
These figures show a slight deterioration, in terms of vessels lost but a decrease in lives
lost, compared to those for 2010, when 44 lives were lost on 7 vessels. However, it is
noted that the overall ten year rolling average of losses remains on a downward trend,
with an average of 24 lives and 6.8 ships per year lost in the period 2002-2011.

Withholding Accurate Cargo Declarations Threatens Dry Bulkers – Intercargo

bulk carrier, hazardous cargo No Responses »

May 302011

A wet stockpile of iron ore

Last year’s loss of three dry bulkers in just 39 days with the
loss of 44 lives, many of them Chinese highlighted the
confusion, ignorance and deliberate misrepresentation
To ship dry bulk cargoes safely it is vital that ship’s masters receive clear, accurate and reliable
information on the properties and characteristics of cargoes and the required conditions for safe
carriage and handling. This is a SOLAS requirement reinforced in significant detail in the International
Maritime Solid Bulk Cargoes Code (IMSBC Code), mandatory since 1 January, 2011. But there is
increasing evidence that this is not happening in every case.

The consequences of failing to meet these requirements were seen last year when 44 seafarers lost
their lives within 39 days in three casualties: Jian Fu Star (27 October: 13 fatalities); Nasco Diamond
(10 November: 21 fatalities) and Hong Wei (3 December: 10 fatalities).

Typical problems experienced by our members include:

Using cargo trade names and not the Bulk Cargo Shipping Name (BCSN);

Confusing cargo identification and correct identification of cargo group – whether a

cargo is a Group A (prone to liquefaction), Group B (representing a chemical hazard)

or Group C (not prone to liquefaction or representing a chemical hazard) – for

example declaring a cargo as a Group C cargo (not prone to liquefaction) but

providing a Transportable Moisture Limit (TML) indicating that the cargo is prone to

liquefaction.

Obtaining accurate and reliable data, particularly moisture content of Group A

cargoes, determined in accordance with IMSBC Code procedures.

Obtaining correct documentation for cargoes not listed in the IMSBC Code. Cargoes

not listed in the Code should be carried under the clear provisions of Section 1.3 of the IMSBC Code,
with the competent authority of the port of loading providing the master with a certificate stating
the characteristics of the cargo and the required conditions for carriage.

Intercargo believes that these problems stem, in part, from confusion or ignorance concerning the
application of the IMSBC Code or in some circumstances malicious misrepresentation.

“If we are to prevent further casualties it is essential that all parties involved in the

transportation of dry bulk cargoes understand and implement the provision of the IMSBC Code,
most crucially providing accurate and reliable cargo declarations” says Ian Harrison, Intercargo
technical manager.

Issues raised at MSC 89

It is in this context that Intercargo welcomed a proposal from China submitted to the 89th session of
the IMO Maritime Safety Committee (MSC) held 11-20 May, in response to the loss of Chinese
seafarers in last year’s three casualties. Intercargo submitted a paper, co-sponsored by BIMCO
supporting the main proposals in particular: developing a scheme for ensuring reliable independent
sampling, testing and certification of cargoes; and enhancing education for ship and shore personnel
involved with the shipment of dry bulk cargoes with an emphasis on accurate cargo declarations to
ensure only ‘safe’ cargo is loaded.

The MSC agreed to forward these papers for further consideration of the proposals to the Sub-
committee on Dangerous Goods, Solid Cargoes and Containers (DSC) that will meet in September
2011.

Intercargo also supported a proposal at MSC 89 to allow more time for the on-going

development and updating of the IMSBC Code through the use of an Editorial and Technical group.
The Committee agreed to modify the existing E&T group’s terms of reference (considering IMDG
Code amendments) to include consideration of the IMSBC Code amendments.

“We welcome the commitment to safety shown by IMO in dedicating more time to IMSBC Code
amendments and the widespread support of member states to consider the development of
independent sampling, testing and certification for dry bulk cargoes” added Intercargo technical
manager, Ian Harrison.

Posted by bobcouttie at 21:24 Tagged with: Black Rose, dry bulk, Hong Wei, INTERTANKO, iro ore,
Jian Fu Star, liquefaction, Nasco Diamond, nickel ore

Shen Neng 1 Grounding: Same Old Tired Story

Accident, Accident report, ATSB, Australia, Bridge procedures, bridge team management, bulk
carrier, fatigue, grounding No Responses »

Apr 132011
 Watchkeepers on the bulk carrier Sheng Neng 1
were so fatigued after supervising the loading of coal at Australia’s Gladstone port that they were
not fit to carry out a navigational watch, concludes the Australian Transport Safety Board’s
investigation into the subsequent grounding.

No fatigue management was in place and the grounding occurred because the chief mate did not
alter the ship’s course at the designated course alteration position. “His monitoring of the ship’s
position was ineffective and his actions were affected by fatigue”, says ATSB.

The ship’s hull was seriously damaged by the grounding, with the engine room and six water ballast
and fuel oil tanks being breached, resulting in a small amount of pollution.

At 1705 on 3 April 2010, the Chinese registered bulk carrier Shen Neng 1 grounded on Douglas Shoal,
about 50 miles north of the entrance to the port of Gladstone, Queensland. The ship’s hull was
seriously damaged by the grounding, with the engine room and six water ballast and fuel oil tanks
being breached, resulting in a small amount of pollution.

Continue reading »

Posted by bobcouttie at 18:35 Tagged with: Australia, Gladstone, Great Barrier Reef, Sheng Neng1

Transport Malta investigates the grounding of the Maltese ship Oliva

Accident, accident reporting, bulk carrier, grounding, Pollution No Responses »

Mar 272011
 Transport Malta is investigating the grounding and subsequent complete hull
failure of the Malta-registered Oliva, a 40,170 gross tonnage bulk carrier built in 2009, which
occurred on 16 March 2011 at around 0510 local time on Nightingale Island in the South Atlantic
Ocean. No injuries were reported and all twenty two crew members on board the vessel are said to
be safe. As a precautionary measure, all crew was evacuated from the ship prior to the structural
failure. Continue reading »

Posted by bobcouttie at 19:27 Tagged with: Olivia, Tristan Da Cunha

Hong Wei: A Victim of Wetness?

Accident, bulk carrier, Safety Alerts, Sinking, weather No Responses »

Dec 052010

A wet stockpile of iron ore

Almost half the crew of the Panamanian-flagged bulker

Hong Wei remain missing after the vessel sank in rough
weather between Taiwan and the Philippines in an incident
which highlights the dangers of high moisture content
mineral ore fines. Hong Wei was carrying nickel ore from
Indonesia to Dalian port in northeastern China.

It is the second ship in less than a month to come to grief

carrying a similar cargo. On 11 November Nasco Diamond sank off the southern coast of Japan with
the loss of 21 crewmembers’ lives.

West of England P&I Club has issued a warning to its members regarding carriage of nickel ore.

Continue reading »

Posted by bobcouttie at 06:19 Tagged with: Hong Wei, iron ore, liquefaction, liquefy, liquifaction,
liquify, Nasco Diamond, nickel ore

Australia Tightens Reef Nots

Accident, ATSB, Australia, Australian Maritime Safety Authority, bulk carrier, explosion, maritime
safety No Responses »

Apr 232010
 Australia’s Minister for infrastructure, Transport, Regional
Development and Local Government, Anthony Albanese,
has announced new measures to protect the Great Barrier
Reef. The first of the measures will extend the mandatory
ship reporting system.

The system requiring all ships to regularly report their

location and route to
authorities, backed up by real-time radio and satellite
tracking of their progress, will be extended to the southern portion of the Great Barrier Reef Marine
Park.

An official announcement says: “This action is based on advice from the nation’s the independent
safety regulator, the Australian Maritime Safety Authority, AMSA. Once implemented it will improve
maritime safety and provide further protection for one of our most precious environmental assets.

Continue reading »

Posted by bobcouttie at 22:36 Tagged with: Australia, bulk-carrier-sinks-off-us-coast-in-storm,

Great Barriar Reef, queensland, Sheng Neng1

Iron King – Steering Loss Drills/Training Inadequate

Accident report, bulk carrier, grounding No Responses »

Oct 122009

Lack of drills and training in procedures to be used in case

of loss of steering have been identified as safety issues by
Australia’s Transport Safety Bureau, ATSB, in its report on
the 31 July 2008 grounding of the bulk carrier Iron King at
Port Hedland, Western Australia.

The grounding followed two steering gear malfunctions on

the outbound ship. After the incident a technician checked the steering gear rotary vane unit
pressure and discovered that the actuator pressure was 75 bar when the rudder was turning to
starboard, but only 20 bar when it was turning to port. He
determined that the aft actuator relief valve, one of two valves controlling oil pressure within the
actuator, was draining oil from the actuator whenever the rudder was turning to port. As a result,
the actuator pressure was being limited to 20 bar, a pressure that was insufficient to provide the
torque required to turn the rudder to port when it was under load. The aft actuator relief valve was
removed and the technician found that it was sticking. Continue reading »

Posted by bobcouttie at 22:09 Tagged with: Iron King, loss of steering, Port Hedland, steering gear
failure

That Old Familiar Tired Feeling

accident reporting, bulk carrier, casualties, China, collision, fatigue Comments Off

Sep 202008

Pit a fatigued, overworked officer keeping a watch alone at night aboard a 68,000 DWT
containership weaving his way through fishing boats off the coast of China against a 35,343 dwt
bulker which has forgotten to switch on its navigation lightsd, with a wonky AIS, a bridge team that
isn’t functioning well, concentrating on those same fishing boats and what you get is this:

That was the collision between the German-flagged boxship Hanjin Gotheburg and the Panama-
flagged bulker Chang Tong on 15th September 2007 in the Bohai Strait, the busy gateway to Beijing.
Still wedged together like mating mutts, the two ships were towed to calmer waters. Three days
later a hurricane separated the two ships and the Chang Tong broke in two and sank.

Chang Tong breaks in two-

-And sinks

The investigation report by Germany’s Bundesstelle für Seeunfalluntersuchung , the Federal Bureau
of Maritime Casualty Investigation, has recently been released in English and can be downloaded
here.

MAC has looked at fatigue before, in the Case Of The Cozy Captain, and The Case Of The Baffling
Bays, among others, you’ll find links to further information on the podcast transcripts page.

Fatigue at Sea , A Review of Research and Related Literature (World Maritime University)

Development of a Fatigue Management Program for Canadian Marine Pilots (Transport Canada)

Fatigue in Ferry Crews (SIRC)

Guide for Maritime Operations (US Coastguard)

Posted by bobcouttie at 08:06 Tagged with: Chang Tong, China, Gothenberg, Gothenbergm,
Gothenburg, Hanjin

Maritime Safety News Today – 17th July 2008

accident reporting, barge, bridge, Bridge procedures, bulk carrier No Responses »

Jul 172008

Bridge Alarms on the Button for Denmark

After the general cargo ship KAREN DANIELSEN collided with the Great Belt Bridge in 2005, Denmark
and the Bahamas submitted a proposal to the UN’s International Maritime Organization (IMO) on a
carriage requirement for a bridge navigational watch alarm system. The system triggers an alarm if
the OOW is incapacitated, e.g. has fallen asleep. The significance of such a system was once again
made topical with the collisions off the Danish island Bornholm earlier this year.
Based on the Danish proposal the IMO Sub-Committee for Safety of Navigation (NAV) agreed to
forward the proposal to the Maritime Safety Committee (MSC). MSC is now to decide if new ships
must be equipped with a bridge navigational watch alarm system as of 1 July 2011. With regards to
existing ships, the Sub-Committee agreed that, the equipment should be installed in connection with
the first survey after 1 July 2012. The same applies to other ships over 3,000 GT. Ships below 500 GT
and 150 GT the deadline for installation is 1 July 2013 and 1 July 2014 respectively.

The proposal from the Sub-Committee is now pending the approval by the Maritime Safety
Committee (MSC) at its session in November this year. Since it is a matter of new mandatory
regulations, the International Convention for the Safety of Life at Sea (SOLAS) stipulates a number of
provisions on the coming into force of the regulations, which leads to the above mentioned phasing
in of the requirement on a bridge navigational watch alarm system.

Relevant podcasts

The Case Of the Cozy Captain

The Case Of the Seductive Sim

News Headlines

UK – caution advised during planned strike weekend

The UK Maritime and Coastguard Agency (MCA) issued a press notice advising mariners in UK waters
to exercise caution this weekend (July 18-20) during the planned strike by some MCA employees.

Official: Norwegian ship hijacked by pirates in Nigeria, released …

International Herald Tribune – France
Solberg says Wednesday’s incident aboard has been reported to the International Maritime Bureau’s
Piracy Reporting Center in Kuala Lumpur, Malaysia.

Barge Collision: 400 Tonnes of Diesel Spilled in Elbe River Germany

By OldSailor
How super absorbent Imbiber beads contain oil and chemical spills at sea; Vessel of opportunity
skimming system for pollution response; Nanowire membranes of MIT to absorb and recover oil
from oil spills at sea

Cruise Ship Passengers Rescued After Fall From Princess Cruise Liner
Lawfuel (press release) – Wellington,New Zealand
According to reports by Princess Cruise Line accident lawyers at Ehline Law, a spokes person for
Crown Princess, Julie Benson have released information in .

Cruise Ship With 1200 Passengers Detained After Discrepancies Found

By cgnews
Further investigation by the Coast Guard team identified 66 discrepancies such as fire safety, lifeboat
damages and life jacket issues on the vessel during an inspection that lasted from Sunday morning to
Tuesday evening.
High drama as office goes up in smoke
Glebe – Sydney,Australia
“We thought the ship was on fire; it was very dramatic,” he said. “The smoke was thick and black, as
high as a city skyscraper, and the flames were probably

Barge Collision: 400 Tonnes of Diesel Spilled in Elbe River Germany

By OldSailor
How super absorbent Imbiber beads contain oil and chemical spills at sea; Vessel of opportunity
skimming system for pollution response; Nanowire membranes of MIT to absorb and recover oil
from oil spills at sea

TASK FORCE HANJIN MEMBERS QUIT AFTER DEATH OF 13th WORKER

Philippine Headline News – Manila,Philippines
Gamolo succumbed to injuries the following day, making him the 13th fatality at the shipbuilding
facility since it was established in Subic in 2006.

St. Louis – river re-opened to all traffic

The US Coast Guard issued a press release stating that, with the abatement of high water conditions,
the Upper Mississippi River at St. Louis has been re-opened to traffic without restrictions.

Sulpicio fires 136 from 8 vessels

Sun.Star – Philippines
Suazo said he already submitted to the Marina Board a partial report of the audit conducted by a
Manila team that he created shortly after the sinking of

Stern-wheeler Jean Mary Successfully Removed From the Water

By cgnews
Jack Perkins, the vessel master, was aboard the 80-foot stern-wheeler at the time of the sinking and
immediately notified the Coast Guard when he noticed the vessel taking on water. The vessel sank
Sunday morning in approximately

Tall ship carries unusual crew »»

The Independent Online – Brighton,Ontario,Canada
The Brigantine are seeking leads on fire extinguishers, marine varnish, paint, brushes, mahogany and
quarter-sawn Douglas Fir for the decks. .

Posted by bobcouttie at 09:39 Tagged with: barge, Bolivia, bridge watch alarms, Cisgne, Coast
guard, collision, cruise ship, detained, Elbe River, fatigue, Hanjin, Jean Mary, Karen Danielsen, MCA,
Mercurio, Missippi, New York, Nigeria, pirates, Pollution, Princess of the Stars, St. Louis, strike, Subic
Bay, Sulpicio, USCG

DVD on Pilotage Released

bulk carrier, collision, collision regulations, containership, grounding, pilotage, tanker No Responses
»

Nov 222007
In one of those cosmic coincidences, at around the moment the Cosco Busan kissed the San
Francisco-Oakland bridge while under pilotage the finishing touches were being put on a three-
episode DVD for the American Club called, what else, Stranger On The Bridge.

AP&I says:“Stranger on the Bridge focuses on the responsibilities of deck crew, and the limitations of
over-reliance on marine pilotage, in preventing accidents. It comprises three case studies which
highlight the challenges in ensuring proper command and communication between pilot and crew. ”

The DVD was developed in cooperation with the International Development and Environmental
Shipping School Interactive Technologies, Inc. (IDESS IT, Inc.) in Subic Bay, Philippines.

In fairness, I have to declare an interest: I wrote and directed the videos so I won’t comment on the
DVD itself but I will say that IDESS IT has a great creative team of young people and a real
commitment to maritime safety.

If you want to know more about Stranger On The Bridge

Intercargo Calls for Improved Reporting

Following Ship Casualties
MarineLink.com
Tuesday, June 11, 2013

During the forthcoming IMO Maritime Safety Committee (MSC 92 to be held June 12-21,
2013) Intercargo, the International Association of Dry Cargo Shipowners will present its
Bulk Carrier Casualty Report and will call for member States to fully investigate ship
losses and very serious casualties, and to make accident investigation reports available
in the public domain, to ensure that the largest possible audience can learn from the
findings. Objectivity, subjugating legal restrictions in deference to safety, adopting IMO
principles and making casualty investigation reports available in a timely fashion should
also be key objectives.

As a result of continuous monitoring of the worrying aspects of very serious casualties over the
years and following the tragic loss of the bulk carrier Harita Bauxite in February 2013, Intercargo
conducted a thorough examination of data stemming from the IMO Global Integrated Shipping
Information System (GISIS) Marine Casualties and Incidents module from 2008 to 2011. The
research revealed that many serious bulk carrier incidents, in which both loss of life and vessel
were recorded, were, in the majority of cases, either not accompanied by an investigation report
or the report was not available for download.

Speaking of the research findings, Rob Lomas Secretary General of Intercargo said “The
importance of clear, concise and consistent reporting of casualties and serious incidents cannot
be stressed enough. Intercargo firmly believes making such investigation material available as
widely as possible in the public domain in future, will help to prevent further casualties and tragic
and unnecessary loss of life.”

www.intercargo.org

IMO

Bulk Carrier Safety

Bulk carriers were developed in the 1950s to carry large quantities of non-packed commodities
such as grains, coal and iron ore. Some 5,000 bulk carriers trade around the world, providing a
crucial service to world commodities' transportation.

Bulk carrier operators must be aware of the specific safety

concerns related to this type of ship. Loading of cargo must be
done carefully, to ensure cargo cannot shift during a voyage
leading to stability problems. Large hatch covers must be
watertight and secure.

International Maritime Solid Bulk Cargoes Code (IMSBC Code)

The International Maritime Solid Bulk Cargoes Code (IMSBC Code), and amendments to SOLAS
chapter VI to make the Code mandatory, were adopted by the Maritime Safety Committee
(MSC), 85th session, in 2008. . The amendments are expected to enter into force on 1 January
2011. The IMSBC Code will replace the Code of Safe Practice for Solid Bulk Cargoes (BC
Code), which was first adopted as a recommendatory code in 1965 and has been updated at
regular intervals since then.

The aim of the mandatory IMSBC Code is to facilitate the safe stowage and shipment of solid
bulk cargoes by providing information on the dangers associated with the shipment of certain
types of cargo and instructions on the appropriate procedures to be adopted.

The international Code of Safe Practice for Solid Bulk Cargoes (BC Code) includes
recommendations to Governments, ship operators and shipmasters. Its aim is to bring to the
attention of those concerned an internationally-accepted method of dealing with the hazards to
safety which may be encountered when carrying cargo in bulk.

The Code highlights the dangers associated with the shipment of certain types of bulk cargoes;
gives guidance on various procedures which should be adopted; lists typical products which are
shipped in bulk; gives advice on their properties and how they should be handled; and describes
various test procedures which should be employed to determine the characteristic cargo
properties. The Code contains a number of general precautions and says it is of fundamental
importance that bulk cargoes be properly distributed throughout the ship so that the structure is
not overstressed and the ship has an adequate standard of stability. A revised version of the
Code was adopted in 2004 as Resolution MSC.193(79) Code of safe practice for solid bulk
cargoes, 2004

SOLAS Chapter XII Additional Safety Measures for Bulk Carriers

Following a spate of losses of bulk carriers in the early 1990s, IMO in November 1997 adopted
new regulations in SOLAS containing specific safety requirements for bulk carriers, Chapter XII -
Additional Safety Measures for Bulk Carriers. In the same month, the 20th Assembly of IMO
adopted the "BLU Code" - the Code of Practice for the safe loading and unloading of bulk
carriers (resolution A.862(20).

Following the 1998 publication of the report into the sinking of the bulk carrierDerbyshire, the
Maritime Safety Commitee (MSC) initiated a further review of bulk carrier safety, involving the
use of Formal Safety Assessment (FSA) studies to help assess what further changes in
regulations might be needed.

In December 2002, at its 76th session, the MSC adopted amendments to SOLAS chapter XII and
the 1988 Load Lines Protocol and also agreed to a number of recommendations to further
improve bulk carrier safety.

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. These
amendments entered into force on 1 July 2006.

SOLAS Chapter XII - Additional Safety Measures for Bulk Carriers

The new SOLAS chapter XII Additional Safety Measures for Bulk Carriers was adopted by
Conference held in November 1997 and it entered into force on 1 July 1999.

The regulations state that all new bulk carriers 150 metres or more in length (built after 1 July
1999) carrying cargoes with a density of 1,000 kg/m3 and above should have sufficient strength
to withstand flooding of any one cargo hold, taking into account dynamic effects resulting from
presence of water in the hold and taking into account the recommendations adopted by IMO.

For existing ships (built before 1 July 1999) carrying bulk cargoes with a density of 1,780 kg/m3
and above, the transverse watertight bulkhead between the two foremost cargo holds and the
double bottom of the foremost cargo hold should have sufficient strength to withstand flooding
and the related dynamic effects in the foremost cargo hold.

Cargoes with a density of 1,780 kg/m3 and above (heavy cargoes) include iron ore, pig iron,
steel, bauxite and cement. Lighter cargoes, but with a density of more than 1,000 kg/m3, include
grains such as wheat and rice, and timber.

The amendments take into account a study into bulk carrier survivability carried out by the
International Association of Classification Societies (IACS) at the request of IMO. IACS found
that if a ship is flooded in the forward hold, the bulkhead between the two foremost holds may not
be able to withstand the pressure that results from the sloshing mixture of cargo and water,
especially if the ship is loaded in alternate holds with high density cargoes (such as iron ore). If
the bulkhead between one hold and the next collapses, progressive flooding could rapidly occur
throughout the length of the ship and the vessel would sink in a matter of minutes.

IACS concluded that the most vulnerable areas are the bulkhead between numbers one and two
holds at the forward end of the vessel and the double bottom of the ship at this location. During
special surveys of ships, particular attention should be paid to these areas and, where
necessary, reinforcements should be carried out.

The criteria and formulae used to assess whether a ship currently meets the new requirements,
for example in terms of the thickness of the steel used for bulkhead structures, or whether
reinforcement is necessary, are laid out in IMO standards adopted by the 1997 Conference.

Under Chapter XII, surveyors can take into account restrictions on the cargo carried in
considering the need for, and the extent of, strengthening of the transverse watertight bulkhead
or double bottom. When restrictions on cargoes are imposed, the bulk carrier should be
permanently marked with a solid triangle on its side shell. The date of application of the new
Chapter to existing bulk carriers depends on their age. Bulk carriers which are 20 years old and
over on 1 July 1999 have to comply by the date of the first intermediate or periodic survey after
that date, whichever is sooner. Bulk carriers aged 15-20 years must comply by the first periodical
survey after 1 July 1999, but not later than 1 July 2002. Bulk carriers less than 15 years old must
comply by the date of the first periodical survey after the ship reaches 15 years of age, but not
later than the date on which the ship reaches 17 years of age.

December 2002 SOLAS amendments relating to bulk carrier safety

The MSC at its 76th session in December 2002 adopted amendments to chapter XII (Additional
Safety Measures for Bulk Carriers) of the International Convention for the Safety of Life at Sea
(SOLAS), 1974, as amended to require the fitting of high level alarms and level monitoring
systems on all bulk carriers, in order to detect water ingress.

The recommendation for the fitting of such alarms was first highlighted during the meeting of the
Working Group on Bulk Carrier Safety held during the MSC's 74th session in December 2001,
following on from recommendations of the United Kingdom Report of the re-opened formal
investigation into the loss of the Derbyshire.

The new regulation XII/12 on Hold, ballast and dry space water level detectors will require the
fitting of such alarms on all bulk carriers regardless of their date of construction. The requirement
is expected to enter into force on 1 July 2004, under the tacit acceptance procedure.

In addition, a new regulation XII/13 on Availability of pumping systems would require the means
for draining and pumping dry space bilges and ballast tanks any part of which is located forward
of the collision bulkhead to be capable of being brought into operation from a readily accessible
enclosed space.
A further regulation affecting bulk carriers was also adopted: Access to spaces in cargo areas of
oil tankers and bulk carriers. The new regulation II-1/3-6 in SOLAS chapter II-1 (Construction -
structure, subdivision and stability, machinery and electrical installations), Part B (Subdivision
and stability), is intended to ensure that vessels can be properly inspected throughout their
lifespan, by designing and building the ship to provide suitable means for access. Associated
Technical provisions for means of access for inspections, also adopted, are mandatory under the
new regulation.

December 2004 - revised SOLAS chapter XII adopted

The MSC at its 79th session in December 2004 adopted a new text for SOLAS chapter XII
(Additional safety measures for bulk carriers), incorporating revisions to some regulations and
new requirements relating to double-side skin bulk carriers. The amendments entered into force
on 1 July 2006.

The amendments include the addition of a new regulation 14 on restrictions from sailing with any
hold empty and requirements for double-side skin construction as an optional alternative to
single-side skin construction. The option of double-side skin construction will apply to new bulk
carriers of 150m in length and over, carrying solid bulk cargoes having a density of 1,000 kg/m3
and above.

The MSC also adopted 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.

Free-fall lifeboats on bulk carriers

The MSC at its 79th session in December 2004 adopted an amendment to regulation 31 in
SOLAS chapter III (Life-saving appliances and arrangements) to make mandatory the carriage of
free-fall lifeboats on bulk carriers.

Further information
BLU Code, 1998 Edition
CODE OF PRACTICE FOR THE SAFE LOADING AND UNLOADING OF BULK
CARRIERS (BLU CODE), 1998 Edition

Being concerned about the continued loss of ships carrying solid bulk cargoes,
sometimes without a trace, and the heavy loss of life incurred, and recognizing
that a number of accidents have occurred as a result of improper loading and
unloading of bulk carriers, the Sub-Committee on Dangerous Goods, Solid
Cargoes and Containers (DSC) at its first session (February 1996) developed a
draft code of practice for the safe loading and unloading of bulk carriers, with the aim of
preventing such accidents.
The resulting Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code)
was approved by the MSC at its 68th session (June 1997) and adopted by the Assembly at its
20th session (November 1997) by resolution A.862(20).

The BLU Code, which provides guidance to masters of bulk carriers, terminal operators and
other parties concerned with the safe handling, loading and unloading of solid bulk cargoes, is
also linked to regulation VI/7 of the 1974 SOLAS Convention, as amended by resolution
MSC.47(66).