3 / 10
SAFETY
4SEA
Fos ter i ng Saf et y Exce l l ence & Sus ta i nab l e Sh i pp i ng
S A F E T Y 4 S E A We e k l y F l a s h M a i l 2 0 1 5 - 4 4
This is an OUTDATED sample – NOT FOR DISTRIBUTION
| Page 2
2/ P&I Clubs to use electronic bills of lading
The International Group of P&I Clubs (IG) have now approved a third system, known as E-Title, for use of
electronic bills of lading. Bolero and essDOCS are, as known, the other two approved systems. IG of P&I
Club sets out further details as follows:
''Members will recall, as reported in the Group circular dated 8 September 2010, that, until February 2010,
the rules of all of the Group clubs specifically excluded liabilities in respect of the carriage of cargo under all
electronic, i.e. paperless, trading systems to the extent that the liabilities under such systems would not have
arisen under a 'normal' paper system, i.e. one using transferable paper documentation. From 20 February
2010, liabilities arising in respect of the carriage of cargo under such systems were covered, provided that
system had first been approved by Group. First two systems approved by Group were those administered by
essDOCS Exchange Ltd (more specifically version referred to as DSUA 2013.1) and by Bolero International
Ltd (more specifically the Rulebook/Operating procedures September 1999.) Both those two systems
continue to be approved. In addition, the e-title solution can now be added to the list of approved electronic
i.e. paperless systems. E-title is a secure mechanism focusing exclusively on title transfers, complementing
existing web-portal services offered by shipping lines, logistics operators and trade facilitators. Solution is
supported by a legal framework to facilitate electronic exchange of bills of lading and waybills, removing the
need for a paper bill of lading. Exclusions of cover under Group club rules relating to carriage of cargo will of
course continue to apply in respect of essDOCS, Bolero and E-Title in same way as for paper systems.
These exclusions include discharge at a port or place other than port or place provided for in contract of
carriage, the issue / creation of an ante or post-dated electronic document / record, and delivery of cargo
without production of negotiable electronic document / record, which in case of an approved electronic
trading system will mean delivery of cargo other than in accordance with rules of that trading
system''. [More…
http://goo.gl/akkSbR]
3/ Most common causes for liquefaction-related incidents
DNV GL has published a guideline for design and operation of vessels with bulk cargo that may liquefy.
Guideline aims to raise the awareness of risks of liquefaction and describes mitigating actions to reduce
these risks. The following causes are most common causes for liquefaction-related incidents, along with DNV
GL’s guidelines for mitigating actions:
Wrong cargo name
Name of cargo should be described by using the Bulk Cargo Shipping Name (BCSN) as detailed in IMSBC
Code. Master and shipper/operator should always make sure the cargo is correctly identified before loading.
Cargo not listed in IMSBC Code
If cargo is not listed in IMSBC Code, such as bauxite with high moisture content, shipper must provide
competent authority of port of loading with characteristics and properties of cargo. Based on information
received, port authority will assess acceptability of cargo for safe shipment. Master should always make sure
proper documentation of cargo is received before loading.
TML (Transportable Moisture Limit)
Representative samples of cargo have to be tested in laboratories. TML testing is a specialized task, and
worldwide there are not many competent and independent laboratories. In some of main ore exporting
countries, there are few or none such labs. It is responsibility of shipper to declare cargo as a liquefaction
hazard and provide a TML certificate. Unfortunately it is difficult for Master to verify or independently assess
TML value other than with highly inaccurate can test, as mentioned in Section 2.3. Master should be updated
on any known problems with a specific cargo. It is recommended to appoint an independent surveyor or
cargo specialist for advice.
Moisture content prior to loading
Shipper has to present a declaration of average moisture content of cargo before loading. In this process
there are many potential sources of error, and again the unprocessed ore cargoes are most vulnerable. In
order to determine average moisture content, samples have to be representative of whole shipment. For ore
cargoes properties and moisture content may vary significantly. Interval between testing for moisture content
and loading cargo must be as small as practicable, and may in no case be more than seven (7) days.
Increased moisture during loading and during voyage
Even if a reliable measurement of moisture content is provided before loading, there are still some areas of
concern regarding moisture content. Moisture content will increase in case of heavy precipitation during