Bulk Carrier Safety

Status of Proposed Regulation

MSC-66 further developed draft regulations proposed by a correspondence group led by Australia. The draft regulations tentatively apply to both new and, retroactively, to existing bulk carriers. Although the regulations were scheduled to be completed during this Session, the MSC decided that additional time was needed to allow for a complete evaluation of the various alternatives and their ramifications proposed to be applied to existing bulk carriers (see Additional Tasks).

Delegations were divided as to the extent the possible alternatives (see Performance Standards) should be applied to existing bulk carriers. Those not favoring retroactive application of the damage stability and structural survivability standards to existing bulk carriers, which aim to achieve a second level of defense due to failure of the side shell, viewed the ESP as having dramatically improved bulk carrier safety. While not advocating complacency with the beneficial effects afforded by the ESP, Delegations further noted the information supplied by IACS relative to the extensive improvements made to the Enhanced Survey Program (ESP), which will be implemented by IACS Member Societies not later than 1 January 1997.

Based on the above and under special IMO procedures, an extension of one year was agreed for IMO to complete its evaluation, particularly with respect to existing bulk carriers and to finalize the enforcement date (tentatively set at 1 July 1998 for all applicable bulk carriers) at a SOLAS Conference, which has been scheduled to convene during MSC-68, 28 May to 6 June, 1997. Interim discussions will be held during MSC-67, 2-6 December, 1996.

Additional Tasks

Several IACS specialist groups conducted extensive technical studies involving structural analysis of bulk carriers in the year preceding MSC-66. The findings were presented to the MSC with the note that additional follow-up work and refinements are necessary to complete IACS’ Unified Requirements (i.e., mandatory classification requirements) pertaining to the structure and loading guidance for new single side skin bulk carriers contracted for construction from 1 July 1998. These new Unified Requirements incorporate structural survivability criteria with a cargo hold flooded including dynamic loads

IACS also advised the MSC that it is developing engineering standards which, if mandated and complied with, would establish comparable structural survivability criteria for existing ships. However, IACS has not yet agreed to requiring compliance with these standards as a condition of classification.

In light of the above, 7 possible alternatives for retroactive application to existing ships were identified (see Performance Standards) and are to be evaluated during the ensuing months by IACS and Administrations, for further consideration by IMO.

Performance Standards

The content and application of the draft regulations discriminate between the

The rationale for allowing differences between the standards for new and existing bulk carriers is that the assessment of the “

damaged” structure (i.e., after some extent of assumed flooding has occurred) is a new concept for this type of ship. Accordingly, risk reduction alternatives to achieve a level of safety for existing ships (see Existing Bulk Carriers).equivalent to new ships meeting this new structural performance criteria were proposed.

New Bulk Carriers - Based on the IACS Unified Requirements for new bulk carriers, which concentrate on structural survivability criteria for the hull girder, the double bottom structure and transverse bulkheads, with a hold flooded in heavy weather as well as improved criteria to reduce the risk of water ingress into cargo holds through the side shell and hatchways, a functional standard was tentatively accepted for new bulk carriers built on/after 1 July 1998. These ships shall be certified to have sufficient strength to survive flooding of any one cargo hold in all relevant loading and ballast conditions, taking into account dynamic effects, prior to loading solid bulk cargoes with a density tentatively set at > 1.0 t/m3.

Stability and subdivision standards for these, and all types of dry cargo, ships are already required by SOLAS Part B-1.

Existing Bulk Carriers - The MSC agreed to further study the following list of potential alternative measures for possible retroactive application to existing ships built before 1 July 1998 intending to load high density cargoes > 1.78 t/m3 (stowage factor < 0.56 m3/t): (1) application of new ship standards to the bulkheads and double bottoms of any one cargo hold; (2) application of new ship standards to the bulkheads of the forward most cargo hold; (3) the net scantlings of hull envelop and cargo hold bulkheads shall meet the required strength of the original design after being surveyed under the ESP; (4) the vessel has been designed, constructed and maintained under specific requirements to carry high density cargoes issued by a recognized class society or by

Existing bulk carriers that do not meet the damage stability requirements under the 1966 Load Line Convention or SOLAS Part B-1, shall, in all actual loading conditions, withstand the flooding of any single cargo hold, such that a 20o range of residual righting arm with a minimum value > 0.1m and a minimum area > 0.0175 m-rad are met.

Operational Matters

A majority of Delegations agreed in principle to the proposal by Greece requiring that loading terminals establish a quality system which would ensure compliance with IMO recommendations on ship/shore operations and be equipped with a system (possibly electronic) which will implement the agreed loading plan. In territories loading solid bulk cargoes, this would be effected by the respective Government and monitored by their Port State Authorities.

A guide providing to terminal operators and ship’s crew insight on the principal areas of bulk carriers that are likely to be susceptible to damage (caused during loading/unloading) or corrosion, was accepted as a draft 20th Assembly Resolution. The technical content of the guide is based on IACS material. Relevant components of bulk carriers which contribute to structural and watertight integrity are illustrated and discussed considering their susceptibility to corrosion and damage. The Guide notes that such inspections are

In light of the these proactive measures being introduced for the ship’s crew, the MSC decided to re-evaluate its principles for safe manning on bulk carriers.