Tag: IMSBC Code

Unsafe cargo and unsafe anchorage resulted in the loss of ship The Nautical Institute has issued Mars Report regarding an accident occurred due to unsafe loading of nickel ore and unsafe anchorage which resulted in the loss of ship. The IncidentA bulk carrier was to load a cargo of nickel ore from barges intofive holds. During loading, which took approximately three weeks,intermittent rainfall caused interruptions in loading. The ore on thebarges had to be covered over with tarpaulins and the holds on thevessel had to be closed. The crew of the vessel carried out a 'can test'of the ore on each barge before transfer to the vessel.If the test failed,an 'oven drying test' was done to determine the moisture content ofthe ore. If the moisture content was found to exceed the TransportableMoisture Limit (TML was 34.80%), the cargo in the barge wouldnormally be rejected.However, records indicate that on at least two occasions cargo wasaccepted with moisture contents of 35.54% and 37% respectively.Oncethe loading was completed, the holds were trimmed and pressed bymeans of cargo grabs; each cargo hold was about half-full. Calculationsshowed the vessel's intact stability met the requirements of theInternational Code on Intact Stability, 2008. About a week after ...

DNV GLs guidelines for mitigating actions DNV GL has published a guideline for the design and operation of vessels with bulk cargo that may liquefy. The guideline aims to raise the awareness of the risks of liquefaction and describes mitigating actions to reduce these risks. The following causes are the most common causes for liquefaction-related incidents, along with DNV GLs guidelines for mitigating actions:1. Wrong cargo nameThe name of the cargo should be described by using the Bulk Cargo Shipping Name (BCSN) as detailed in the IMSBC Code. Sometimes shippers use trade or commercial names instead. The trade or commercial name may be used as a supplement to the BCSN, but must not be used as a substitute. The consequence of not using the proper name could be that the risks of the cargo are not correctly detected.Guideline:The Master and shipper/operator should always make sure the cargo is correctly identified before loading.2. Cargo not listed in IMSBC CodeIf the cargo is not listed in the IMSBC Code, such as bauxite with high moisture content, the shipper must provide the competent authority of the port of loading with the characteristics and properties of the cargo. Based on the information received, the ...

CCC.1/Circ.2 IMO has issued a circular approved by IMOs Sub-Committee on Carriage of Containers and Cargoes (CCC) meeting (14 to 18 September 2015) to advise masters when to accept cargo of bauxite.The cargo of bauxite was declared as a Group C cargo under the International Maritime Solid Bulk Cargoes (IMSBC) Code. However, the Sub-Committee noted the information in the Bahamas document CCC 2/5/16 that loss of the vessel may have been caused by liquefaction of the cargo.The Sub-Committee also considered proposals made by Australia and co-sponsors with respect to the properties of bauxite and the need for the cargoes material properties to be further examined in order to ensure that the cargo can be carried safely.The Sub-Committee concluded that:there is a need to raise awareness, despite the efforts to date made by the Member clubs of the International Group of P&I Clubs, of the possible dangers of liquefaction associated with carriage of bauxitethe potential for bauxite to liquefy is not specifically addressed in the IMSBC Code, since it is only classified as Group C cargo;if a Group A cargo is shipped with moisture content in excess of its transportable moisture limit (TML) there is a risk of cargo shift, which ...

Following findings from the investigation into the loss of bulk carrier Bulk Jupiter The International Maritime Organization (IMO) has taken action to warn ship Masters of the possible dangers of liquefaction associated with carriage of bauxite, following consideration of findings from the investigation into the loss of the 10-year-old Bahamas flag bulk carrier Bulk Jupiter, which was carrying 46,400 tonnes of bauxite when it sank rapidly with 18 fatalities in January 2015.A circular approved by IMO's Sub-Committee on Carriage of Containers and Cargoes (CCC), meetingat IMO Headquarters, warns ship Masters not to accept bauxite for carriage unless:the moisture limit for the specific cargo is certified as less than the indicative moisture limit of 10% and the particle size distribution as is detailed in the individual schedule for bauxite in the IMSBC Code; orthe cargo is declared as Group A (cargoes that may liquefy) and the shipper declares the transportable moisture limit (TML) and moisture content; orthe cargo has been assessed as not presenting Group A properties.The circular notes that while bauxite is currently classified as a Group C cargo (cargoes that do not liquefy or possess a chemical hazard) under the International Maritime Solid Bulk Cargoes (IMSBC) Code, there is ...

The West of England P&I Club informs about a recent incident in Namibia where the charcoal inside one of the containers caught fire after departure

Following the liquefaction of Bulk Jupiter's bauxite cargo, steps are being taken to increase awareness of the nature of bauxite

Dangers of carrying nickel ore from Indonesia and the Philippines The West of England P&I Club has issued an article to remind operators of the International Group requirements when planning to fix or charter a vessel to load nickel ore from the Philippines or Indonesia. The details are set out in Notice to Members No 14 2013/2014. In addition, the International Group circular on the Safe Carriage of Nickel Ore Cargoes should be read and followedEarlier this month a supramax bulk carrier sailed for Lianyungang, China after loading a cargo of nickel ore at Surigao, Philippines.The nickel ore in two of the vessel's cargo holds liquefied when heavy weather was encountered approximately 225 miles south east of Taiwan, causing a heavy list. Although the master headed for a port of refuge with an escort tug in attendance, the list increased to the point where it was necessary to abandon ship. Sadly, one crewmember did not survive.According to reports, another vessel has also experienced cargo liquefaction problems this month while loading nickel ore at anchor in Surigao.Club correspondents Pandiman, Manila have advised that nickel ore from Surigao and Dinagat has a particularly high clay content. Samples may appear to be satisfactory ...

RMI issued Marine Notice regarding the IMDG Code requirements for RMI flagged vessels

Gas and low-flashpoint fuels code adopted by IMO The new mandatory code for ships fuelled by gases or other low-flashpoint fuels was adopted by IMO's Maritime Safety Committee (MSC), when it met at the Organization's London headquarters for its 95th session from 3 to 12 June 2015. The Committee also placed unsafe mixed migration by sea on its agenda and considered cyber security matters and passenger ship safety. It adopted new ships' routeing measures and a number of circulars arising from items put forward by the sub-committees.IGF Code adoptedThe MSC adopted the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), along with amendments to make the Code mandatory under the International Convention for the Safety of Life at Sea (SOLAS).The use of gas as fuel, particularly liquefied natural gas (LNG), has increased in recent years due to lower sulphur and particulate emissions than fuel oil or marine diesel oil. But gas and other low-flashpoint fuels pose their own set of safety challenges, which need to be properly managed. The IGF Code aims to minimize the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved.The amendments ...

3-12 June 2015 ABS has issued a brief overview including all highlights of IMO's Maritime Safety Committee, Session 95th, which met from 3 to 12 June 2015 in London. A number of amendmentsto SOLAS were adopted, as was a new Code for Gas Fueled Ships, which will enter into force on 1 January 2017Adopted SOLAS AmendmentsThe following amendments to SOLAS were adopted and will enter into force on 1 January 2017.Cargo tank venting arrangements in SOLAS Chapter II-2 (MSC.392(95)) have been revised for new oil tankers constructed on/after 1 January 2017 that will require secondary means of venting to allow full flow relief of cargo or inert gas vapors at all times including in the event of damage to, or inadvertent closing of, the primary means of venting. More specifically:Isolating valves - fitted in cargo tank venting arrangements that are combined with other cargo tanks are to be so arranged to permit the passage of large volumes of vapor, air or inert gas mixtures during cargo loading and ballasting, or during discharging.Secondary means for pressure/vacuum relief - in the event of damage to, or inadvertent closing of, the required tank isolation valve arrangement noted above, either:a secondary means of venting ...