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London P&I Club issues renewed warning on cargo liquefaction

Recent incidents draw the attention to the problem The London P&I Club says the lifting of an iron ore ban in India, together with the recent total loss of two ships, has put the spotlight once again on the problem of cargo liquefaction.In the latest issue of its StopLoss Bulletin, the club says, "There are specific challenges involved in the export of iron ore fines from Indian ports during the monsoon season which can increase the moisture content of the cargo to levels where liquefaction can occur. This can result in severe loss of a ship's stability and, sometimes, in the vessel sinking. Other cargoes such as nickel ore are also prone to liquefaction."Last month, the Indian Supreme Court lifted the ban imposed in 2010 in Goa on the mining, storage and export of iron ore, and allowed the e-auctioning of 11.5m tonnes of excavated iron ore which has been lying unused since the ban was introduced. The process will be supervised by a committee set up by the court. A separate committee was also appointed to advise how much iron ore can be extracted each year, and it is due to report its recommendations by 15 February, 2014. It ...

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Early implementation of draft IMSBC Code amendments

Amendments related to carriage and testing of iron ore fines At the September 2013 session of the International Maritime Organization (IMO) Dangerous Goods, Solid Bulk Cargoes and Containers Sub-Committee (DSC), a new draft schedule for iron ore fines, iron ore and a modified Proctor/Fagerberg test procedure for iron ore fines was agreed. These are expected to be adopted as part of amendment 03-15 of the IMSBC Code.The Australian Maritime Safety Authority (AMSA) have issued an exemption certificate stating that iron ore fines must be carried and tested in accordance with the draft IMSBC Code schedule. A copy of this exemption, which enters force on 1 January 2014, can befound here.Early implementation of draft amendments to the IMSBC code related to the carriage and testing of iron ore finesThe Maritime Safety Committee, at its ninety-first session, authorized DSC 18 to issue a DSC circular on early implementation of the draft schedule(s) for iron ore fines, after the Sub-Committee finalizes the draft schedule.As instructed, DSC 18 prepared a draft individual schedule for IRON ORE FINES, a draft amendment to the individual schedule for IRON ORE and a draft amendment to appendix 2 to the IMSBC Code for the inclusion of "Modified Proctor/Fagerberg ...

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Iron ore fines that may contain DRI (C)

Mars Report 2013 The Nautical Institute has issued Mars Report No. 22 regarding Iron ore fines that may contain DRC(C). This report is edited from UK P&L Club LP Bulletin 859 - 12/12The process of manufacturing Direct Reduced Iron (DRI) from iron ore and the subsequent hot briquetting procedures generate unwanted by-products in the form of dust and broken chips during most of the stages. Some manufacturers recover these materials and offer them for shipment.In the 2009 edition of the IMSBC Code, such a material is listed as DIRECT REDUCED IRON (C) (By-product fines), and the definition of the material is based only on its production, particle size and density, without reference to the metallic iron or moisture content.Despite extensive publicity and in clear violation of regulations, shippers continue to use misleading names for patently DRI cargoes (e.g. re-oxidised iron fines, iron fines (blend), iron ore pellet chips, oxide fines, pond fines, sludge fines, remets, clarifier slush and dust, spent iron fines and lodos etc.). Other similar cargoes include DRI in the description, but are offered on the basis that they are not DRI (C) and therefore do not need to be carried in accordance with the DRI (C) Schedule ...

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