{
  "id": 15590408,
  "title": "Iron Ore Fines from India: Liquefaction Alert!",
  "url": "https://urgent.news/2026/10/19/iron-ore-fines-from-india-liquefaction-alert",
  "topic": "finance",
  "section": "Finance & Markets",
  "published": "2026-10-19T10:00:49.000Z",
  "source": {
    "name": "Hellenic Shipping News",
    "slug": "hellenic-shipping-news",
    "url": "https://www.hellenicshippingnews.com/iron-ore-fines-from-india-liquefaction-alert/"
  },
  "original_language": "en",
  "account": "In the aftermath of a fatal bulk carrier incident in the Bay of Bengal, maritime experts have issued a warning about the dangers of transporting iron ore fines. The vessel, loaded with the coarse cargo at the Indian port of Paradip, was headed to its next destination when the tragedy occurred. While the exact cause remains under investigation, the event emphasizes the critical need for strict adherence to regulations when handling cargoes susceptible to liquefaction.\n\nAccording to the International Maritime Safety Bureau Code (IMSBBC), iron ore fines that meet specific particle-size criteria are classified as Group A, meaning they can liquefy if exposed to moisture levels surpassing the Transportable Moisture Limit (TML). This phenomenon can cause the cargo to shift rapidly, significantly compromising the vessel's stability and potentially leading to capsizing.\n\nDuring the monsoon season, loading iron ore fines from Indian ports demands heightened caution. Cargo stored in open stockpiles or transported by barge may have absorbed considerable rainfall, increasing the risk of liquefaction. Therefore, representative sampling becomes particularly challenging in such conditions.\n\nTo ensure safety, all Members are advised to consult West’s Notice to Members No. 15 2013/2014, alongside the Loss Prevention article on Iron Ore Fines from Goa and other ports on India's west coast. Before agreeing to carry Indian iron ore fines, the vessel's Managers must be informed, and a seasoned surveyor must be assigned to oversee the load port. Compliance with these measures is vital to avoid jeopardizing Club cover.\n\nBefore initiating loading, the Master must receive and review the cargo declaration, moisture content, and TML certificates. The cargo's source, stockpiles, and individual barges, if applicable, should be identified and matched to corresponding certificates. Continuous monitoring of cargo condition and weather is crucial, with loading immediately halted if adverse circumstances arise, such as wet cargo, free water, questionable documentation, or safety concerns.\n\nFollowing heavy rainfall, explicit evidence must prove that the cargo's moisture content remains below the TML before resuming loading. While a can test can serve as a supplementary check, it should never replace laboratory testing. The responsibility for vessel safety remains with the Master, who must refuse or cease loading whenever doubts persist regarding cargo condition, moisture content, sampling, or certification. Commercial pressures should never supersede safety considerations.\n\nIn September 2026, the Merchant Shipping (Carriage of Cargoes and Oil Fuels) Rules 2026 replaced the 1995 Rules, reinforcing India's compliance with SOLAS and the IMSBC Code. These updated regulations clarify responsibilities throughout the cargo chain, particularly concerning liquefiable cargoes. Shippers must provide the Master with precise cargo information, TML certificates, and signatures from recognized entities or laboratories at least before loading Group A cargoes.\n\nFurthermore, approved laboratories must oversee cargo sampling and testing, following established procedures. Ports and terminals must collaborate with vessels in planning and executing cargo operations safely. Specific loading/unloading plans should be adhered to, with cargo operations monitored effectively. If the cargo's actual moisture content exceeds the TML, loading should cease unless the vessel is specially designed for such cargo. Continuous monitoring of cargo operations is essential, with loading suspended if safety concerns emerge. The 2026 Rules should be read in conjunction with SOLAS, the IMSBC Code, and port-specific DGMA requirements.",
  "summary": "Following a recent fatal bulk carrier casualty in the Bay of Bengal, Members are reminded of the risks of carrying iron ore fines and other cargoes prone to liquefaction. The vessel had loaded iron ore fines at Paradip, India, and was en route to its next port when the casualty occurred. Although the cause remains ...",
  "key_points": [],
  "editors_take": null,
  "illustration": null,
  "coverage": {
    "outlets": 1,
    "also_reported_by": []
  },
  "ai_generated": true,
  "disclaimer": "Summaries, key points and the editor’s take are written by software from other outlets’ reporting and may contain errors — always check the linked original."
}