The UK P&I Club looks at the dangers of cargo liquefaction and the steps members can take to mitigate the risk and calls operators to use ‘can-test’ to mitigate the risk. Therefore, the Club has produced seven videos in partnership with global cargo experts Minton Treharne & Davis (MTD), to explain what a ‘can-test’ is and what it looks like in practice.
Read moreDetailsUK P&I Club's Senior Claims Director Alan Speed looks at the dangers of cargo liquefaction and calls operators to use ‘can-test’ to mitigate the risk.
Read moreDetailsIn the latest issue of loss prevention newsletter Signals, the North P&I Club advises operators on the liquefaction issues and describes seafarers' role when loading such cargoes.
Read moreDetailsThe Skuld P&I Club provides advice on the safe carriage of mill scale and mill scale fines which are brittle flakes consisting mainly of iron oxides, derived as by-products from steel manufacturing. The product can be reused as a feedstock in steel production and is therefore collected from various sources and shipped as a bulk commodity once sufficient quantities have been piled up.
Read moreDetailsThe Japan P&I Club informs that the Chinese Supreme Court rendered its Civil Order in December 2015 confirming that it was justifiable under the contract of carriage for a vessel to deviate in order to check the safety of the cargo and carry out sun-drying operations, further to the liquefaction of a cargo of nickel ore.
Read moreDetailsThe UK P&I Club has reported a case which highlights the importance of considering innovative solutions and the exercise of prompt and decisive action in reaching the best possible outcome. It also demonstrates the effectiveness of combining the Club expertise, in both the Singapore and London offices with that of the appointed consultants and surveyors.
Read moreDetailsNew Mars Report by The Nautical Institute refers to an incident involving bauxite liquefaction and cautions always to have the cargo tested for moisture content and to not transport it if moisture is above the transportable moisture limit.
Read moreDetailsThe Skuld P&I Club notifies that recent olivine sand cargoes shipped out of certain Norwegian ports do not comply with the standards required by the IMSBC Code and warns on potential cargo liquefaction.
Read moreDetailsThe Japan P&I Club has issued report on how to carry safely nickel ore cargoes as there has been an increase of nickel ore shipment from Philippine as Indonesia banned this shipment in 2014 and due to rainy season now at local, it appears that some vessels have faced liquefaction problems
Read moreDetailsIMSBC Code Group A - Nickel Ore - Iron Ore Fines - Bauxite Cargo liquefaction may result in cargo shift and loss of stability; this has been the cause of a number of serious casualties during the last years and now liquefaction is being considered as a major hazard for bulk carriers.Liquefaction occurs when a cargo (which may not appear visibly wet) has a level of moisture in between particles. During a voyage, the ship movement may cause the cargo to liquefy and become viscous and fluid, which can lead to cargo flowing with the roll of the ship and potentially causing a dangerous list and sudden capsize of the vessel. Special consideration and precautions should be taken when loading a cargo which may liquefy.DNV GL has recenlty published an informative guideline for the design and operation of vessels with bulk cargo that may liquefy. The main risk for a vessel carrying cargo that may liquefy is shifting of the cargo.The following cargoes are subject to liquefaction:1. IMSBC Code Group AIn the IMSBC Code, the cargoes have been divided into three groups. Group A consists of cargoes that may liquefy. Group B are cargoes with a chemical hazard. Group C ...
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