Let’s start with a general definition.
Dry bulk cargo covers several raw materials with similar physical traits. In its natural state, it takes the form of particles, granules, or large pieces — solid, loose, and unpackaged. Ships carry it in large quantities and measure its weight in deadweight tonnage (DWT). These commodities arrive unprocessed and feed directly into manufacturing or production.
Why bulk cargo demands serious attention
Improper loading turns bulk cargo into a serious hazard. Cargo can shift, liquefy, ignite, or detonate. Any of those outcomes can capsize a vessel, knock out its stability, or inflict severe structural damage. Fatalities, injuries, insurance claims, and major operational costs often follow. Despite this, many people still treat dry bulk as less dangerous and less demanding than liquid bulk or container cargo. The statistics argue otherwise: bulk carriers generate roughly 24% of major P&I claims, and cargo problems drive 40% of those claims (2013 data).
Why accidents keep happening
Most accidents trace back to a single root cause — non-compliance with the IMSBC Code. Common triggers include: using product trade names instead of the correct IMSBC shipping names; misdeclaring hazardous cargo as Group C; weak testing and certification practices; inaccurate cargo data; missing or incorrect documentation for unlisted cargoes; and crew members who lack basic awareness of the cargo, the Code, or both.
So what exactly is the IMSBC Code?
The International Maritime Solid Bulk Cargoes Code is the IMO standard for the safe carriage of solid bulk cargoes. It applies mainly to bulk carriers and carries mandatory force under SOLAS Chapter VI. Its goal is to cut the risks that come with transporting solid bulk cargoes at sea. It walks operators through the specific hazards of each cargo type and sets out procedures for safe loading and unloading.
The Code sorts cargoes into three groups.
- Group A covers cargoes prone to liquefaction.
- Group B covers those with chemical hazards.
- Group C covers all remaining cargoes that carry neither of those risks.
Shippers must also complete a cargo declaration form for every shipment. IMO revises the Code every two years.
Important amendments to the IMSBC Code will enter into force on 1 January 2027, with voluntary implementation from 1 January 2026. These changes introduce new cargo schedules, reclassifications and clarifications with direct operational and certification impacts.
What happens when a cargo has no matching entry in the IMSBC Code?
The competent authority at the loading port must give the master a certificate. This document sets out the cargo’s characteristics and the conditions for its safe carriage and handling. That authority must also apply to the IMO to add the cargo to Appendix 1 of the Code. The application must follow the format and structure set out in section 1.3.3
The BLU Code — and the grain exception
The IMSBC Code works hand in hand with the BLU Code — the Code of Practice for the Safe Loading and Unloading of Bulk Carriers. The BLU Code gives terminal personnel a practical guide to safe bulk operations. One clear boundary: the IMSBC Code does not cover grain. The International Grain Code (1991) handles grain carriage under its own separate rules.
A moving target
The bulk cargo landscape keeps shifting. New materials with unusual properties enter the supply chain all the time. Cargo-specific safety assessments are not optional — they are essential.
See also:
https://www.imo.org/en/ourwork/safety/pages/cargoesinbulk-default.aspx
Source: IMO web page, Marine Regulation News, Nautical Institute, Wikipedia