Loss Prevention Advice
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The International Maritime Organization (IMO) has adopted significant amendments to the International Grain Code through Resolution MSC.552(108), which will take effect on 1 January 2026 and will be applicable to both new and existing ships. These changes introduce a new optional loading condition aimed at improving flexibility and safety in the carriage of grain in bulk.
KEY AMENDMENTS
The Grain Code currently recognises three loading conditions:
- Filled compartments, trimmed
- Filled compartments, untrimmed
- Partly filled compartments
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The use of the Starlink system for communications is prohibited in the People’s Republic of China (PRC), and the Starlink system is not supported or designed to function within the territory of the PRC.
In a recent case, a merchant ship was penalised by a local PRC MSA office. Starlink equipment was found to be powered on during a routine shipboard inspection, in contravention of national laws.
Our local correspondents, Oasis P&I, have provided the following recommendations for ships carrying Starlink communications devices when navigating in PRC territorial waters:
- The Starlink terminal should be completely powered off (physically disconnected if feasible) before the vessel enters PRC territorial waters (12 NM limit). If possible, consider shutting down when approaching the PRC EEZ.
- Document this action by making a clear entry in the ship’s deck logbook, recording the time, position (coordinates), and action taken (e.g., “Starlink terminal powered down and secured”).
- The ship’s agent should be instructed to notify the local MSA in advance (e.g., during pre-arrival reporting) that the vessel carries a Starlink terminal which will be switched off and secured upon entry into PRC waters. Retain written confirmation of this notification.
- Ensure all crew members are briefed on this procedure to ensure consistent execution and to provide a clear explanation if questioned during inspections.
The above recommendations are based on the current understanding of the local regulations. If a Shipowner has further concerns, it is recommended to consider contacting the local correspondent and/or ships agent.
Full advisory at the following link.
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A dangerous goods quick reference guide regarding corrosive substances, outlining do’s and don’ts on handling those Class 8 cargoes.
Class 8 dangerous goods include corrosive substances that chemically damage living tissue and metals. They can react violently, produce heat and gases when mixed with other substances or exposed to temperature deviations. Risks include property damage, cargo damage, injury, environmental harm, insurance invalidation, and potential criminal prosecution.
Examples:
Acids: Sulfuric acid, Hydrochloric acid, Oleum (fuming sulfuric acid), Nitric acid, Hydrofluoric acid.
Alkalis/Bases: Caustic potash (Potassium hydroxide), Caustic soda (Sodium hydroxide), Ammonia anhydrous, some drain cleaners, some bleaches.
Classification is influenced by chemistry (organic/inorganic) and state (liquid/solid).
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A dangerous goods quick reference guide regarding miscellaneous dangerous substances and articles, outlining do’s and don’ts on handling those Class 9 cargoes.
Class 9 is a catch-all category for dangerous goods that do not fit into other classes but still pose significant risks, including environmental hazards, marine pollutants, or substances requiring elevated temperature transport. Some may act as catalysts or accelerants for fire or explosion, requiring additional risk management.
Examples:
- Internal combustion engines
- Self-inflating life rafts
- Vehicles
- Asbestos
- Elevated temperature substances (e.g., Bitumen)
- Polymeric beads
- PCBs
- Lithium batteries
Dos and Don’ts