This section is given to alerting the mariner of cargoes which are known to be prone to liquefaction under certain conditions, and to ports of loading where these cargoes have been loaded. Cargoes are listed in the box to the left.
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July 2016
The UK P&I Club in partnership with global cargo experts Minton Treharne & Davis (MTD), have produced a series of seven videos to explain what a can test is and what it looks like in practice. The so-called ‘can test’ is exactly what it says: put some cargo in a can, bang it on the ground for a minute and see if the contents start to flow. If they do, stop the loading and get some proper laboratory tests done – regardless of what it says on the cargo documentation. Click HERE to view the videos
April 2015
The Standard Club published LP Bulletin on Liquefaction of Mineral Ores and Mineral Concentrates regarding unprocessed mineral ores and refined mineral concentrates which may appear to be in a relatively dry granular state when loaded, however, they may still contain sufficient moisture to become fluid under the stimulus of the compaction and vibration that occurs during a voyage.
GARD P&I Club compilation of articles "Dangerous solid cargoes in bulk DRI, nickel and iron ores" can be dowloaded by clicking on the icon below.
Barytes (or barite) is a colourless or white naturally occurring mineral form of barium sulphate occurring in sedimentary rocks and with sulphide ores. Its main properties are its high specific gravity (4.5), very low solubility; it is non-toxic, and also chemically and physically unreactive.
The International Maritime Solid Bulk Cargoes (IMSBC) Code classifies barytes as Group C which applies to cargoes which are not liable to liquefy and do not possess chemical hazards.
However, cargoes from China may have a moisture content which would make it Group A.
Download West of England P&I Club Safety Alert (December 2011)
September 2017
AMSA produced advice on Dynamic Separation - Based on research conducted by the Global Bauxite Working Group and endorsed by the fourth session of the International Maritime Organisation’s Sub-Committee on Carriage of Cargoes and Containers (CCC-4), it is probable that a different phenomenon dubbed ‘dynamic separation’ was responsible for the "Bulk Jupiter" tragedy. A video demonstration can also be viewed HERE
Updated IMO circular September 2017
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.
Bauxite is described in the International Maritime Solid Bulk Cargoes (IMSBC) Code as a Group C cargo. However, subsequent work undertaken by the industry Global Bauxite Working Group (GBWG) in conjunction with competent Authorities indicate that Bauxite presents a risk caused by moisture. As such some Bauxite cargoes should be treated as Group A cargoes.
The Sub-Committee on Carriage of Cargoes and Containers (CCC), at its second session, approved CCC.1/Circ.2 to raise awareness on the potential risks posed by moisture in the carriage of Bauxite. The advice provided by this circular has been superseded by the outcome of the research undertaken. This circular supersedes CCC.1/Circ.2.
Download IMO Circular CCC.1/Circ.2/Rev1 Carriage of bauxite which may liquefy
Download SKULD Liquefaction risks related to bauxite cargoes
Approximately 80,000 metric tonnes of fluorspar is shipped from Huangpu in China each year, usually in parcels of around 10,000 metric tonnes. The cargo is reportedly delivered to the port in open trucks shortly before loading and stored in a covered warehouse until the ship arrives.
Download West of England P&I Club Safety Alert
May 2005
A Hong Kong registered ship capsized and sank in the waters east of Sri Lanka. Investigation into the incident revealed that the probable cause of the incident was liquefaction of the fluorspar cargo inside the cargo holds. We published the Hong Kong Marine Department Notice as a MARS report (2006-02)
October 2016
Japan Ship Owners’ Mutual Protection& Indemnity Association have issued further guidance on carriage of Nickel Ore Cargoes from the Philippines. Please also refer to circular No.12-005 and Japan P&I News No.780, “Philippines – Safe Carriage of Nickel Ore Cargoes”.
During rainy season from November to April in the Philippines, it is required to take more precautious measures for the issues of liquefaction of nickel ore exported from the Philippines. Particularly, far more care should be taken for cargoes exported from Surigao located in the Southern Philippines, where is the most popular location for loading nickel ore as well as prominent rain-fall areas. As it is too risky to simply accept the cargo certificate for water contents issued by a mine’s individual standard, it is advisable for shipowners to obtain independent samples for analysis and results prior to the vessels’ arrival in order to ascertain that the cargo is fit for loading by judging from Flow Moisture Point and Transportable Moisture Limit governed by an international code, the IMSBC.
September 2016
SKULD have advised their members that the political situation in Mindanao, Philippines is very tense and there are severe risks connected with loading Nickel Ore in Mindanao.
March 2016
The American Club have issued an alert on the safe carriage of LATERITE NICKEL ORE after a judgement in the Chinese Court. The issue of safe carriage of laterite nickel ore has attracted attention of international society. A latest judgment of Chinese court shows that the IMSBC Code shall be applicable to the safe carriage of the laterite nickel ore. The master shall be cautious and prudent in deciding whether the cargo is suitable for safe carriage. Where heavy moisture of cargo is visible to the naked eyes, the master may, in his professional judgment, deem the cargo unsuitable for safe carriage and is further entitled to make decisions such as to cease the voyage, sun-dry the cargo and to carry out inspection etc. for the common safety of vessel, cargo and the crew, and the carrier shall not be held liable for his breach of obligation under shipping contract. Download the safety Alert HERE
January 2016
UK P&I Club issued a reminder of the continuing problems with cargoes prone to liquefaction from South East Asia and, in particular, shipments of nickel ore from Philippines and bauxite from Malaysia. Heavy rains in the region are affecting the stockpiles and increasing the moisture content of the cargoes.The latest report from the P&I local correspondent in Philippines can be found HERE
In response to the sinking of four bulk carriers in very short succession carrying Nickel Ore and the tragic loss of 66 seafarers lives in those accidents, Intercargo, has produced the ‘Intercargo Guide for the Safe Loading of Nickel Ore’.
The Guide primarily aims to explain through use of an easy-to-follow flow-chart how Nickel Ore can continue to be safely shipped, within limitations, whilst raising awareness of the serious issue of cargo liquefaction, and is targeted at the widest possible distribution within industry including shippers, shipowners and ship’s masters’.
The West of England P&I Club bulletin warns of the dangers carrying nickel ore from Indonesia and the Philippines. Nickel ore from Surigao and Dinagat has a particularly high clay content. Samples may appear to be satisfactory when subjected to a "can" test but may prove to be unsafe when sent to an independent laboratory for testing
The International Group of P&I Clubs information on nickel ore cargoes from Indonesia and Philippines can be downloaded HERE.
February 2013
The American Club CIRCULAR NO. 07/13 lists requirements for additional surveys for cargoes loaded at Obi Island, Indonesia. Download the circular HERE
The Japan Ship Owners’ Mutual Protection& Indemnity Association - There has been increase of nickel ore shipment from Philippine as Indonesia banned this shipment in 2014. In addition, due to rainy season now at local, it appears that some vessels have faced liquefaction problems. We provide you with guidance from local P&I Correspondents, Pandiman Philippines, Inc. Your kind attention again to the problem and cautious manners would be appreciated.
Tests of the material in bulk cargoes of zinc concentrate from Bar, Montenegro for discharge in China have found that the cargo is not safe for carriage due the possibility of liquefaction.
Download West of England P&I Club Safety Alert (January 2012)
January 2016
The Skuld Club issued an advisory on Carriage Of Olivine Sand And Potential Cargo Liquefaction
Olivine sand is not listed in the IMSBC Code and there is no Bulk Cargo Shipping Name (BCSN) for this product. In accordance with section 1.3 of the IMSBC Code, it can therefore only be carried if a special certificate from the competent authority in the country of loading is provided. For hazardous cargoes (Group A or Group B), the authorities of the flag state and the country of unloading will also have to be consulted.
It has recently come to the Association's attention that olivine sand cargoes shipped out of certain Norwegian ports do not comply with the standards required by the IMSBC Code. Fine grade olivine sand (0-3 mm grain size) has been shipped as a Group C cargo, even though laboratory testing clearly shows that this is a Group A cargo liable to liquefy and/or form a wet base.The IMSBC Code Appendix 3 indicates that any fine-grained, damp granular bulk cargo should be tested for flow characteristics, prior to loading.
All members and charterers considering the carriage of olivine sand are advised to make sure that shippers provide a valid TML and moisture certificate before loading and that the testing laboratory and shippers' procedure for controlling moisture content are certified by the competent authority of the country of loading. Furthermore, the cargo should be trimmed so as to meet the standards required for trimming of mineral concentrates, i.e. that the difference in height between the peaks and troughs in each hold does not exceed 5% of the breadth of the vessel. Due to the cargo's propensity to form a wet base, the advice to trim the cargo applies even if the moisture content is below the TML.
Due to the wet base nature of this product, the removal of any water accumulation in the bilges is advised, and this may require more frequent pumping than other Group A cargoes.
The Association is grateful to Messrs. Brookes Bell for contributing to this article.
February 2011
Standard Club issued BULK CARGO LIQUEFACTION (IRON ORE FINES AND NICKEL ORE) with emphasis on iron ore fines from India and nickel ore from Indonesia and the Philippines, but the advice in it is also applicable to other cargos susceptible to liquefaction.
Modified Proctor & Fagerberg Test (April 2017) - Article by Capt Ruchin C Dayal AFNI
The IMSBC Code 2013 (August 2015) - Article by Capt Ruchin C Dayal, CEO, eDOT Solutions, Goa
SMM Conference report (Nov 2014)
NW England and Wales Branch meeting (July 2014)
Hong Kong SAR Branch Meeting (June 2014)
The deadliest cargo (Dec 2013) - Article by John Poulsen, Principal Surveyor, Atlantic Marine Associates
Bulk Cargo - know the risks (July 2013) - When bulk cargoes shift, liquefy, catch fire or explode as a consequence of poor loading procedures, the consequences can be massive
The legal aspect (Jan 2013) - What are the rights and the duties of the Master – and the owner – when carrying a cargo where there is a risk of liquefaction? Article by Martyn Haines MNI, Master Mariner James Addison Associate Clyde & Co LLP
London Branch Meeting (Jan 2013)