Background
What Group C is
The IMSBC Code’s three-group classification (Section 1.7 of the Code) is mutually exclusive and collectively exhaustive for solid bulk cargoes: every cargo listed in the IMSBC Cargo Schedules belongs to at least one of Group A, Group B, or Group C, and most cargoes belong to exactly one. Group A identifies cargoes that may liquefy if shipped at moisture content above their Transportable Moisture Limit (TML); Group B identifies cargoes that present a chemical hazard during sea carriage; Group C is the residual: cargoes that present neither liquefaction nor chemical hazards and are therefore considered relatively safe to transport in bulk under standard precautions.
The “Group C” label can be misleading because it suggests low hazard, but in practice Group C cargoes drive a substantial share of dry-bulk operational casualties, not from the cargoes themselves but from the consequences of transporting heavy, dense, or trim-sensitive material in vessel holds: cargo shift in heavy weather, hold-structural damage from overloading, dust generation in port, and the long tail of finished-product damage claims.
Why three groups exist
The three-group classification originated in the 1965 Code of Safe Practice for Solid Bulk Cargoes (BC Code) and was carried into the consolidated IMSBC Code of 2008 (mandatory under SOLAS Chapter VI since 1 January 2011). The drafting choice to make Group C explicitly residual rather than affirmatively defined reflects practical reality: the universe of solid bulk cargoes is enormous, novel cargoes appear frequently as new mining operations and industrial processes come online, and it is impractical to enumerate every safe cargo. Defining Group C as “everything else” lets the schedules focus their detailed requirements on Groups A and B where the hazards justify the regulatory burden.
Group C tonnage in context
Estimating Group C’s share of seaborne dry-bulk trade requires summing across many sub-categories. Approximate annual tonnage figures (most-recent industry estimates, rounded for emphasis):
- Cement and clinker: ~250 million tonnes seaborne globally.
- Salt: ~100 million tonnes seaborne.
- Sand and gravel (intra-regional and short-sea): ~600+ million tonnes (most of which is moved on small inland and coastal craft, not Capesize/Panamax tonnage).
- Crushed stone (aggregate for civil works): ~300 million tonnes.
- Iron ore in lump form (the non-fines, non-Group-A portion): ~300+ million tonnes.
- Pig iron: ~50 million tonnes.
- Finished steel products: ~400+ million tonnes (the global steel trade).
- Aluminium ingots: ~30 million tonnes seaborne.
- Other Group C: kaolin, gypsum, talc, magnesite, zircon sand, ilmenite, rutile, chromite, manganese ore, vermiculite, perlite, pumice, slag, fly ash, scrap metal where eligible, collectively perhaps 200+ million tonnes.
Aggregate Group C tonnage is therefore in the range of 2.0-2.5 billion tonnes per year, comparable to or exceeding total Group A + Group B combined. This is the largest dry-bulk regulatory class by sheer volume, even if individual cargoes are less hazardous than coal or DRI.
Group C and breakbulk overlap
A category boundary worth flagging: finished steel products and many non-ferrous metals are sometimes carried as breakbulk (lashed and dunnaged in conventional general-cargo holds or on conventional general-cargo or multi-purpose vessels) rather than as bulk. The IMSBC Code applies only to bulk cargoes, material that is loaded directly into the hold without packaging or unitisation, in heaps that conform to the hold geometry. When the same product is carried as palletised, banded, or strapped units it falls under the Cargo Securing Manual regime and the CSS Code (Code of Safe Practice for Cargo Stowage and Securing) rather than IMSBC. The split is not always clean: hot-rolled coils (HRC) of steel are commonly stowed in dedicated hold cradles (a quasi-bulk arrangement) while smaller plate stacks may be lashed as breakbulk. The applicable regime depends on the actual stowage method declared on the loading manifest.
How a cargo gets into Group C
The classification path
When a shipper declares a cargo for sea carriage, the IMSBC pathway is:
- Look up the cargo’s BCSN (Bulk Cargo Shipping Name) in the Dangerous Goods List index of IMSBC Chapter 9. If listed, the schedule’s Group designation applies.
- If not listed, the shipper must obtain a tripartite agreement under IMSBC Section 1.3 from (a) the loading port competent authority, (b) the discharge port competent authority, and (c) the flag State of the vessel. The tripartite agreement assigns the cargo to a Group based on hazard testing and operational characteristics.
- For Group C placement specifically, the testing must demonstrate that the cargo:
- Does not meet any Group A criterion (transportable moisture limit testing per ISO 12742, Proctor-Fagerberg, or penetration test results all confirm no liquefaction risk under expected vessel-motion conditions);
- Does not meet any Group B criterion (the cargo is not classified as IMDG Class 4.1, 4.2, 4.3, 5.1, 5.2, 6.1, 8 or 9; does not self-heat measurably; does not emit flammable, toxic, or asphyxiant gases; does not react with water; is not corrosive to ship structure beyond ordinary mineral-cargo wear).
- The tripartite agreement is documented and submitted to IMO for inclusion in the next IMSBC amendment cycle. Tripartite-agreement cargoes are listed in Appendix 5 of the IMSBC Code with their tripartite reference number.
Examples of recent Group C tripartite additions
The IMSBC amendment cycle regularly adds new Group C entries reflecting trade developments. Recent additions (Amendment 06-21 adopted by IMO Resolution MSC.500(105)) included several mineral by-products and processed-material cargoes that had been moving under tripartite agreements for several years before formal listing.
Why Group C still has a schedule
Each Group C cargo in IMSBC Chapter 9 has a cargo schedule even though the hazard profile is low. The schedule documents:
- The cargo’s BCSN and any synonyms
- Physical characteristics (particle size range, bulk density, stowage factor, angle of repose)
- Hold preparation requirements (cleanliness, dryness)
- Loading practice (trim level, restrictions on rough loading)
- Carriage precautions (any specific monitoring, ventilation considerations, residue management)
- Discharge practice (dust suppression where relevant)
- Reference to standard emergency procedures (which for most Group C entries are minimal)
The schedule is not regulatory in the same prescriptive sense as Group A or B schedules; rather it is a best-practice baseline that reflects industry experience with the cargo. Carriers may apply more conservative practices commercially.
Major Group C cargoes
Cement and clinker
Cement (typically Portland cement, the binding agent in concrete) is one of the largest single dry-bulk commodities globally. Bulk cement is shipped as a fine grey-tan powder (typical particle size 1-100 microns), with bulk density 1.0-1.5 t/m³ and angle of repose around 25-30°. Cement is loaded and discharged via pneumatic conveying systems on dedicated cement carriers or via specialised self-discharging gear on conventional bulkers fitted for cement service. See Cement Carrier for the shiptype profile.
Cement clinker (the intermediate calcined-limestone material from which cement is ground) is a coarser cargo (typical particle size 1-25 mm) shipped pre-grinding. Clinker has higher bulk density (1.4-1.8 t/m³) and a steeper angle of repose. Clinker is much easier to load and discharge with conventional grab-equipped bulkers than cement powder; it is therefore the preferred form for transcontinental trade where the receiving end has its own grinding capacity.
Both cement and clinker present:
- Dust hazards during loading and discharge, fine particulate that requires dust suppression (water spray, vacuum extraction, hood enclosure of conveyors). Occupational exposure regulations in EU, US, and most flag-state regimes restrict respirable cement dust to single-digit mg/m³ time-weighted averages.
- Hold cleanliness consequences, residual cement dust hardens on contact with moisture, making subsequent hold cleaning difficult; clinker leaves coarse residue that requires sweeping rather than washing. Many cement-cargo charters include strict hold-cleanliness clauses with penalties for residual material.
- Equipment wear, abrasive dust accelerates wear on cargo-handling machinery, conveyor belts, and bilge pumps. Vessels in the cement trade typically have shorter machinery overhaul intervals than those in coal or grain trades.
Neither cement nor clinker presents chemical hazard sufficient to qualify for Group B (no self-heating, no toxic emission, no water reactivity beyond cement’s ordinary set behaviour); neither presents liquefaction risk for Group A. Both are firmly Group C.
Gypsum and gypsum plaster
Gypsum (calcium sulphate dihydrate (CaSO₄·2H₂O)) is the principal raw material for plasterboard manufacturing. Gypsum plaster (calcined gypsum, the half-hydrate or anhydrite) is the processed product after partial dehydration. Both are common Group C cargoes in the construction-materials trade, with major trade flows from gypsum-producing regions (Spain, Mexico, Iran, Thailand) to plasterboard manufacturers in industrialised economies.
The cargo is typically shipped in coarse lump or crushed form for raw gypsum, or as a finer powder for plaster. See IMSBC - Gypsum Anhydrite for the cargo schedule. Bulk density 1.3-1.6 t/m³.
Operational considerations: dust during loading/discharge (similar to cement but less aggressive), hold cleanliness for residue, and care with stowage planning because gypsum’s relatively high density makes it a heavy cargo that can structurally overload hold tank tops if loaded to maximum hatch fill rather than maximum allowable weight. The IMSBC Loading Density Constraint calculator implements the structural-load check.
Salt
Bulk salt is the largest single mineral-commodity tonnage worldwide, with major trade flows from the salt domes of Mexico, the solar evaporation operations of Australia and India, and the rock-salt mining operations of Europe and North America. Bulk forms include:
- Rock salt, mined halite in coarse crushed form.
- Evaporated salt, finer and purer, produced from brine.
- Solar salt, produced from sea-water evaporation in arid coastal regions.
All forms are firmly Group C. The principal operational consideration is structural corrosion, salt is highly aggressive to unprotected steel hold structures, particularly in warm and humid conditions where condensation forms on hold surfaces. Modern salt-trade vessels apply specialised epoxy hold coatings; older tonnage suffers chronic corrosion in the salt trade. Hold cleanliness after salt cargoes requires thorough washing with fresh water, full drying, and inspection for early signs of pitting.
Sand and gravel
Sand and gravel dominate the intra-regional aggregate trade, short-sea movements within the EU, intra-Asian flows, and US coastal trades. Tonnages are enormous in aggregate but dispersed across many small vessels. Most aggregate movements are on trailing-suction hopper dredgers (TSHDs) loading offshore at licensed marine aggregate sites and discharging at construction-site terminals. Some long-distance specialty grades (silica sand for glass, frac sand for oil-and-gas operations) move on Handysize/Supramax tonnage.
Group C designation is straightforward: inert mineral, no chemical hazard, no liquefaction risk for properly drained cargo. Operational concerns:
- Density, sand bulk density is high (1.5-1.8 t/m³ for dry, up to 2.0 t/m³ for wet), which loads holds to maximum allowable weight before they are visually full.
- Drainage, wet aggregate cargoes shed water during voyage; bilge management and the structural design of the hold drainage system become significant.
- Abrasion, sand wears cargo-handling machinery aggressively.
Crushed stone, granite, basalt, limestone
Crushed-stone aggregates for civil construction (highway base course, ballast, concrete coarse aggregate) are typical Group C bulk cargoes for medium-distance trades. The cargo is essentially inert. Loading densities are high (1.6-2.0 t/m³ depending on rock type and gradation), and structural loading constraints apply as for sand.
Industrial clays and minerals
Kaolin (china clay) (the white aluminosilicate clay used in paper, ceramics, paints, and rubber) is a substantial Group C tonnage from major producing regions (Brazil, China, the United Kingdom). Talc, magnesite (magnesium carbonate), zircon sand, ilmenite (titanium-iron oxide), rutile (titanium dioxide), chromite (chromium ore), manganese ore (some lump grades), vermiculite and perlite (lightweight expanded minerals for insulation and horticulture), pumice and slag all have established Group C cargo schedules.
Most of these cargoes are inert mineral material that ships under standard Group C precautions. A few (manganese ore in some forms, fines of certain ferro-alloys) cross into Group A or Group B depending on grade and processing, the cargo schedule reflects this with sub-entries.
Iron ore (lump and sintered)
Iron ore is the single largest dry-bulk commodity globally by tonnage (~1.6 billion tonnes seaborne annually, dominated by Australia → China and Brazil → China flows). Iron ore is shipped in three principal forms with three different IMSBC classifications:
- Iron ore fines (IOF), Group A, liquefaction risk. Covered in IMSBC Group A and the IMSBC Iron Ore Fines (IOF) calculator.
- Iron ore concentrates, Group A, fine particle size. See IMSBC Iron Concentrate.
- Iron ore in lump form, Group C. See IMSBC Iron Ore. Typical particle size >6.3 mm; bulk density 2.4-2.8 t/m³ (very high, among the densest dry-bulk cargoes).
The Group A vs Group C distinction is operationally critical: the same chemical species (iron oxide, principally hematite or magnetite) shipped at different particle sizes falls under different hazard regimes. The shipper’s declaration must document particle-size distribution to confirm Group C classification. Random-sample testing at loading is standard practice for the major iron-ore exporters.
Sintered ore (fines that have been agglomerated into pellets or lumps in a sintering plant) is firmly Group C because the agglomeration removes the fine-particle character that drives Group A liquefaction risk.
Pig iron
Pig iron, the molten product of blast-furnace iron-making, cast into rough ingots typically 8-15 kg each, is an intermediate steel-making feedstock shipped from blast-furnace sites to electric-arc-furnace mini-mills and to specialty-steel makers without their own blast furnaces. Bulk density is exceptionally high (3.5-4.5 t/m³ depending on stowage tightness), making pig iron one of the densest cargoes in maritime commerce. Holds carrying pig iron typically reach maximum allowable weight at 20-30% hatch fill, the cargo is loaded as a relatively shallow heap rather than to the hatch coaming.
The structural-loading calculation is the binding constraint for pig iron carriage. Tank-top design loads (typically expressed in t/m² in the loading manual) must not be exceeded; some bulk carriers have explicit pig-iron loading restrictions in their stability and trim booklets that prohibit loading to rated cargo weight if the cargo is pig iron. See Cargo Hold Preparation Standards for the structural-loading framework.
Finished steel products
The finished-steel trade is enormous and operationally diverse:
- Steel slabs, rough steel rectangles 8-30 cm thick, up to 1.5 m wide, up to 12 m long, mass 5-30 tonnes each. Stowed flat in holds, often double-stacked with separator dunnage.
- Steel billets, square or rectangular cross-section up to 200 mm side, typical length 6-12 m, mass 0.5-3 tonnes each. Stowed in horizontal stacks.
- Hot-rolled coils (HRC), coiled flat steel, mass typically 10-30 tonnes per coil, diameter 1.0-2.0 m. Stowed in dedicated coil cradles or in pyramid stacks with secured side-bolsters.
- Cold-rolled coils, finer surface finish than HRC, similar dimensions, more sensitive to surface damage.
- Plate, flat steel rectangles. Stowed flat with separators.
- Wire rod and rebar, coiled long products. Stowed in horizontal stacks.
- Structural sections, H-beams, I-beams, channels, angles, tubes. Stowed individually or in bundled units.
All of these are Group C in IMSBC terms when shipped in bulk (loose). The operational challenges are not chemical or fire-related but structural and securing-related: heavy individual units concentrate load on tank tops; cargo shift in heavy weather has caused major casualties; surface damage to finished products generates substantial cargo-damage claims. The Cargo Securing Manual specifies the required dunnage, lashing arrangements and securing-strength margins for finished-steel shipments, and the IACS Steel Grade Selection (UR W11) calculator covers the underlying material specifications.
Non-ferrous finished metal
Aluminium ingots, large rectangular or pig-shaped castings, typical mass 700-1,000 kg per ingot, bundled in stacks. Density 2.7 t/m³.
Copper cathodes, refined-copper plates from electrorefining cells, typically 1.0 × 1.0 m × 6-15 mm thick, mass ~100-150 kg each. Stacked and banded in bundles for shipment.
Lead ingots, typically pig-shaped castings, 30-50 kg each. Density 11.3 t/m³, the highest of the common bulk metals.
Zinc ingots, ~25 kg slab or 1-2 t jumbo blocks. Density 7.1 t/m³.
Nickel briquettes and cathodes, refined-nickel pieces from various refining processes.
All are Group C: inert metallic forms, no chemical hazard, no liquefaction risk. Stowage planning is dominated by density and structural loading, and many of these cargoes are accepted only at 30-50% hatch fill on conventional bulkers because tank-top load limits are reached well before volumetric capacity.
Scrap metal
Scrap metal trades present a more complex classification picture:
- Ferrous scrap in clean, sorted, processed form (No. 1 heavy melt, No. 2 heavy melt, shredded auto bodies, baled scrap) is typically Group C. Inert mineral content; no significant self-heating; no chemical hazard.
- Ferrous scrap with high oily/organic content (insufficiently processed scrap, oily turnings, oil-soaked rags from auto-shredder operations) can self-heat and may be classified Group B MHB(SH). Scrap shippers and carriers test cargoes before loading; high-organic content shipments are refused or downgraded.
- Non-ferrous scrap (aluminium, copper, brass, lead, zinc), typically Group C as inert metals.
- Mixed and unprocessed scrap, generally not accepted for international bulk carriage; routed through processed-scrap dealers.
Scrap-metal fires on bulk carriers (rare but documented) drove progressive tightening of the Group B MHB(SH) entries for unprocessed scrap. The IMSBC schedule for ferrous scrap reflects the bifurcation between clean scrap (Group C) and oily scrap (Group B).
Stowage and operational considerations
Hold structural loading is the binding constraint
For most heavy Group C cargoes (iron ore lump, pig iron, lead and zinc ingots, copper cathodes), the limit on cargo loading is not volumetric (filling the hold to the hatch coaming) but structural (the maximum tank-top load specified in the vessel’s loading manual and stability booklet). Modern bulk carriers’ loading manuals explicitly tabulate the maximum allowable cargo weight per hold for cargoes of each density range.
The IMSBC Loading Density Constraint calculator and the IMSBC Cargo Density Stowage tool implement the structural-load check. The general formula is:
Maximum cargo weight per hold = min(maximum allowable hold weight from loading manual, hatch volume × bulk density × stow factor)
Many casualties involving Group C cargoes have stemmed from loading personnel filling the hold visually (to the hatch coaming) when the structural limit was reached at lower fill. Result: tank-top deformation, hold-bottom corrugations, structural framing damage. In severe cases, double-bottom rupture leading to flooding.
Trim, list and shift considerations
Even though Group C cargoes do not liquefy in the Group A sense, dry-bulk cargo shift can occur in heavy weather if the cargo is loaded too steeply (above its angle of repose) and not trimmed level. The IMSBC schedule for each cargo specifies the angle of repose and any specific trim requirements. Trimming to a level cargo surface is the universal practice for heavy weather voyages; failure to trim has caused major casualties on Capesize tonnage.
The MV Selendang Ayu loss in December 2004 (soyabean cargo, Aleutian Islands) and several other dry-bulk casualties involve cargo shift contributing to or compounding the primary casualty cause. While these incidents involved Group A or grain cargoes specifically, the principle (cargo shift creates list, list creates further shift, list creates flooding) applies equally to dry Group C cargoes loaded out of trim.
The Grain Heeling Volumetric Heeling Moment calculator and the Grain Cargo Displacement Volume tool support stowage planning for grain, distinct from Group C but operationally similar in shift-risk.
Hold preparation
Hold preparation for Group C cargoes follows the general IMSBC practice:
- Clean and dry holds before loading.
- Removal of previous cargo residues to specifications appropriate to the next cargo.
- Bilge wells operational, particularly important for cargoes that may shed moisture (sand, gravel, some iron ore).
- Tank top in good condition, repairs to structural framing complete before heavy-density cargoes load.
- Hatch covers in good condition, water-tightness verified before voyage.
Specific cargoes have additional requirements: cement and clinker holds must be substantially dry and free of rust scale (which contaminates cement and triggers commercial claims); salt holds must be coated or have demonstrated steel-tolerance to the cargo; iron-ore holds typically have dedicated hold-bottom protection plates.
Dust management
Several Group C cargoes (cement, gypsum, kaolin, sand fines, some clays, ferrosilicon-borderline grades, finely-divided salt) generate respirable dust during loading and discharge. The applicable controls:
- Enclosed conveying systems at loading and discharge terminals (telescopic chutes, hood enclosures, vacuum extraction).
- Dust suppression with water sprays at transfer points (where cargo permits, cement and lime are damaged by water).
- Personal protective equipment for crew, NIOSH-rated dust respirators, eye protection.
- Ventilation of the accommodation block, ensuring dust does not enter living quarters via air intakes.
- Final hold wash-down before departure to remove deposited dust from the deck and hatch coamings.
Local port-state regulations (particularly in EU and US ports) impose strict dust-emission limits that effectively force terminal operators to install enclosed handling systems for cement, fly ash, and other fine cargoes. Vessels visiting these terminals must comply with the terminal’s procedures.
Documentation
Group C cargoes require the standard IMSBC shipper’s declaration including:
- Cargo name (BCSN per Chapter 9 of IMSBC).
- Group classification (C, with reference to the specific Chapter 9 schedule).
- Stowage factor (m³/tonne) and bulk density (t/m³).
- Angle of repose if specified.
- Source of cargo and any relevant intermediate processing history.
- Any specific stowage or precautionary requirements from the cargo schedule.
The shipper’s declaration is the primary documentation gating loading. The master may refuse loading if the declaration is missing, late, inconsistent with the visible cargo condition, or contradicts independent surveyor’s findings. See Cargo Draught Survey for the routine quantification practice.
Carriage practice
Group C cargoes generally require minimal active carriage management beyond standard bridge-watch duties. Typical practices:
- Bilge water sounding, daily, with attention to any rise that suggests hatch-cover ingress or hold-structure failure.
- Hold ventilation, generally not required for Group C cargoes (which produce no significant gas) but sometimes used for moisture management on long voyages.
- Ullage entry restrictions, for most Group C cargoes, holds are accessible by crew with normal precautions; oxygen depletion and gas hazards are not significant. Exception: some ore cargoes and particularly fine cement powders can present localised oxygen-depletion hazards in poorly ventilated corners; pre-entry atmospheric testing is prudent.
Notable casualties involving Group C cargoes
Group C cargoes’ lower hazard profile is reflected in a lower per-tonne casualty rate compared to Group A or Group B, but the high overall tonnage means absolute casualty numbers remain significant. Examples:
Bulk carrier hold-structure failures from heavy cargoes
Multiple bulk carrier total losses through the 1990s involved iron-ore, pig-iron and other heavy Group C cargoes contributing to or initiating structural failure. The casualties drove the development of SOLAS Chapter XII (Additional Safety Measures for Bulk Carriers), which imposes specific structural standards including double-side-skin construction for new bulk carriers and enhanced survey requirements for older tonnage. The Chapter XII regime is explicitly motivated by heavy-cargo carriage and applies most strictly to bulk carriers in the iron-ore trades.
Cargo shift in heavy weather
Several smaller-tonnage casualties have involved Group C cargo shift, typically aggregate or steel-products cargo loaded out of trim, shifting in heavy weather to one side of the hold, creating list that progresses to capsize. The IMO MARINER series and IACS Recommendation No. 110 on hold preparation explicitly address shift-prevention for dry Group C cargoes.
Steel-products damage claims
Although not casualties in the SOLAS sense, the steel-products trade generates substantial cargo-damage claims annually, surface scuffing, edge damage, water staining, rust generation, dunnage failure. The volume of these claims supports a specialised marine-survey industry that audits stowage and securing practices for steel cargoes. See Marine Cargo Damage Investigation for the surveyor’s role in these claims.
Group C and the rest of the IMSBC framework
Relationship to Group A
A cargo can move between Group A and Group C designations depending on its particle size distribution at the time of loading. Iron ore is the cleanest example: lump iron ore (>6.3 mm dominant) is Group C; the same ore source crushed to fines (>50% below 6.3 mm) is Group A. Mineral concentrate operations sometimes produce both grades from the same orebody.
The classification therefore depends on the actual material loaded, not on the source mine or the chemical composition. Sampling at loading is the gate: if particle-size analysis at loading shows Group A characteristics, the cargo must be carried as Group A even if the BCSN nominally suggests Group C.
Relationship to Group B
A cargo can also move between Group B and Group C depending on chemical composition or processing. Examples:
- Ferrous scrap: clean is Group C, oily is Group B MHB(SH).
- Coal (theoretical): a hypothetical fully-oxidised, fully-cooled, low-volatile coal might fall into Group C, but in practice all commercial coals are Group B.
- Some ore concentrates: depending on the residual reagents from flotation processing, can move between groups.
Cross-modal regulation
Group C cargoes that are not also dangerous goods in packaged form (no UN number assigned) face minimal cross-modal regulation. Cargoes that do have UN-number packaged-form classification (e.g., ammonium nitrate fertiliser carried in bulk under IMSBC, in packaged form under IMDG Class 5.1) are subject to both regulatory regimes depending on transport mode.
See also
- International Maritime Solid Bulk Cargoes (IMSBC) Code
- IMSBC Group A cargoes (cargoes that may liquefy)
- IMSBC Group B cargoes (cargoes with chemical hazards)
- SOLAS Chapter VI Carriage of Cargoes and Oil Fuels
- SOLAS Chapter XII Additional Safety Measures Bulk Carriers
- Cargo Hold Preparation Standards
- Cargo Draught Survey for Bulk Carriers
- Cargo Securing Manual
- Marine Cargo Damage Investigation
- Marine Cargo Securing and Lashing Systems
Additional formula references:
Additional related wiki articles:
References
- International Maritime Organization. International Maritime Solid Bulk Cargoes (IMSBC) Code, 2022 edition (Amendment 06-21). Sections 1.7 (group classification), 1.3 (tripartite agreements), 4 (assessment of cargo and shipper’s declaration), 7 (hold cleanliness and weather precautions), 8 (test procedures), 9 (cargo schedules including all Group C entries), 10 (transport of solid wastes in bulk), Appendix 1 (BCSN list), Appendix 5 (tripartite-agreement listings).
- IMO Resolution MSC.500(105) adopting IMSBC Code Amendment 06-21 (May 2022).
- IMO Resolution MSC.462(101) adopting IMSBC Amendment 05-19.
- International Convention for the Safety of Life at Sea, 1974 (SOLAS), Chapter VI Carriage of Cargoes and Oil Fuels, Chapter XII Additional Safety Measures for Bulk Carriers (the heavy-cargo structural regime).
- IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code), 2014.
- ISO 3082 Iron ores - Sampling and sample preparation procedures (referenced for particle-size analysis at loading).
- ISO 3087 Iron ores - Determination of moisture content.
- IACS Recommendation No. 110 on Hold Preparation and Cargo Operations on Bulk Carriers.
- IACS Recommendation No. 116 on Cargo Hold Steel Structure Inspection on Bulk Carriers.
- IACS Unified Requirement S31 on Renewal Criteria for Side Shell Frames and Brackets in Single Side Skin Bulk Carriers.
- INTERCARGO Bulk Carrier Casualty Report (annual) with statistical analysis including cargo-related and structural casualties.
- BIMCO standard contractual clauses for bulk-cargo voyages including the Bulk Cargo Clause, Hold Cleanliness Clause and the Steel Products Quality Clause.
- World Steel Association seaborne steel-products trade statistics.
- US Geological Survey (USGS) Minerals Yearbook, annual production and trade statistics for sand, gravel, salt, gypsum, kaolin, magnesite, and other Group C mineral commodities.
- World Cement Association seaborne cement and clinker trade statistics.
- International Aluminium Institute aluminium-ingot trade statistics.
- International Copper Study Group (ICSG) refined-copper trade statistics.