AWP Web Blog

Singapore MPA issued Shipping Circular No.16 of 2024 for mid-ocean Ship-to-ship (STS) operations for Singapore-registered ship.

This Regulatory News provides an update and guidance on the latest amendments to the International Code for the Safe Carriage of Grain in Bulk.

It is common for ships to receive requests from cargo interests to blend, commingle, dye, or dope liquid bulk cargoes. These processes are often carried out to meet specific market requirements, adhere to regulatory standards, or customise the product for end-user needs.

Britannia P&I Club recently appointed a surveyor to assist a master with the loading of a bulk ore cargo. The loading was fast, and the cargo was poured into the holds from a loading spout. Upon reviewing images of the loaded cargo after the ship had departed, it became evident that the cargo was piled high in the centre of the hold and had not been ‘trimmed’ to the sides’.

MANY CARGO CLAIMS RESULT FROM MOISTURE DAMAGE, OCCURRING DUE TO THE DEVELOPMENT OF CONDENSATION (“SWEAT”).

A recent INTERCARGO report highlighted cargo liquefaction as the greatest contributor to loss of life at sea in the preceding decade. Despite improved safety, cargo liquefaction incidents continued to occur.

The IMSBC Code 2023 edition will become mandatory as of the 1st January 2025, here we take a look at the changes incorporated into this new edition of the Code.

This Technical Alert is issued by the Bahamas Maritime Authority (BMA) to describe a Concentrated Inspection Campaign (CIC) on Bulk Carriers registered in The Bahamas.

The CIC will take place from 01 August 2024 to 31 December 2024.

There have been a number of very serious incidents over recent years where vessels have experienced liquefaction or dynamic separation of cargo. These issues have sometimes led to a loss of stability and capsize. Cargoes such as iron ore fines, nickel ore, mineral concentrates, bauxite fines and others have all given rise to liquefaction or dynamic separation associated problems.

Incidents continue due to pedestal crane slewing gear’s failure because of bearing wear, often leading to damage to equipment, cargo, significant repair delays and in events of catastrophic bearing failures, severe injury and fatalities. In many cases, the bearings fail with hook loads well below the crane’s safe working load.