Liquefaction risks of nickel ore cargoes from Indonesia and the Philippines have been a long-standing prominent issue which require constant vigilance and review by shipowners and charterers. Since 2010, the liquefaction of nickel ore cargoes has caused the capsize of seven vessels. The recent capsize of MV Emerald Star in October 2017 once again demonstrated the importance of strict compliance with the IMSBC Code (2016 edition) and the other relevant international conventions. With the rainy season approaching, it is now a good time to revisit this issue. General comments about nickel ore in the Philippines and Indonesia The Philippines and Indonesia are the major suppliers of nickel ore cargoes. For the Philippines, the popular loading areas are Surigao, Tubay and Davao where the traditional dry season is usually from November to April. However, global warming and fluctuations in weather patterns have long since extended the rainy season and shortened the traditional 'dry season'. Like the Philippines, the dry season for loading in Indonesia at ports such as Buli, Gebe and Pomalaa runs from November to April, but this too has been curtailed due to changing weather patterns. One major difference between the nickel ore loading industries in these two countries is, however, that while IG Clubs have been able to establish close connections with their approved and qualified local correspondents/surveyors in the Philippines throughout the years, such connections remain less developed in Indonesia since the ban of nickel ore exports in 2014. This ban was only lifted in 2017. It will therefore take time to establish the same intelligence level as in the Philippines. What is the IMSBC Code? The IMSBC Code is the convention that governs the safe carriage of solid bulk cargoes. This became a mandatory instrument under SOLAS Convention in 2011. To address any new risks arising from the carriage of solid bulk cargo/enhance the safety in such carriage, the IMSBC Code is revised