Dangers of carrying nickel ore from Indonesia and the Philippines
The West of England P&I Club has issued an article to remind operators of the International Group requirements when planning to fix or charter a vessel to load nickel ore from the Philippines or Indonesia. The details are set out in Notice to Members No 14 2013/2014. In addition, the International Group circular on the Safe Carriage of Nickel Ore Cargoes should be read and followed
Earlier this month a supramax bulk carrier sailed for Lianyungang, China after loading a cargo of nickel ore at Surigao, Philippines.
The nickel ore in two of the vessel’s cargo holds liquefied when heavy weather was encountered approximately 225 miles south east of Taiwan, causing a heavy list. Although the master headed for a port of refuge with an escort tug in attendance, the list increased to the point where it was necessary to abandon ship. Sadly, one crewmember did not survive.
According to reports, another vessel has also experienced cargo liquefaction problems this month while loading nickel ore at anchor in Surigao.
Club correspondents Pandiman, Manila have advised that nickel ore from Surigao and Dinagat has a particularly high clay content. Samples may appear to be satisfactory when subjected to a “can” test but may prove to be unsafe when sent to an independent laboratory for testing.
Although a “can” test which results in the appearance of fluid conditions or free moisture clearly indicates that the moisture content of the material is higher than the Flow Moisture Point (FMP) and should be rejected, it should not be assumed that the cargo is safe to carry if the samples remain dry as the moisture content, while lower than the FMP, may still exceed the Transportable Moisture Limit (TML). In order to comply with the provisions of the IMSBC Code the moisture content of the material must be less than the TML which can only be determined by testing the product in a laboratory.
Other signs that the cargo may be unsafe include free water inside the holds during loading, “splattering” when lumps of nickel ore are dropped on to the deck from a height of 2 to 3 metres or released by grab into the holds, and samples that develop a sheen or ooze moisture when squeezed by hand.
In addition to appointing a surveyor as required by the Club’s bye-laws, operators planning to load nickel ore at Surigao or Dinagat are advised to consider making arrangements for cargo samples to be tested by an independent laboratory prior to loading irrespective of the cargo declaration and test certificates provided by the shippers.
Since this may take several days, the Club should be contacted well before the vessel’s arrival. Moreover, if any of the negative indications described above are observed during loading, the Club should be informed immediately as expert advice may be required.
Specific Concerns Associated with the Loading and Carriage of Nickel Ore |
The loading and carriage of nickel ore cargoes from both Indonesia and the Philippines has given rise to the specific concerns set out below.
- Most mines are situated in remote locations and loading/port facilities are therefore nonexistent or very limited and loading equipment and methods rudimentary. Cargo is stockpiled, uncovered, on the beach and accordingly totally exposed to the prevailing weather conditions.
- The traditional practice has been to ship nickel ore cargoes in the dry season, between February to May/June when rainfall in past years was negligible. However in recent years anecdotal evidence suggests that the distinct demarcation between the wet and dry seasons has been substantially eroded and heavy rainfall is now experienced during the dry season. The stockpiles do not therefore benefit to the same extent from solar-drying as in the past.
- The mines are not easily accessible due to their remoteness and it is therefore difficult for independent surveyors/experts acting for the vessel to attend the mines and take samples of the cargo to be loaded.
- There are few, if any, independent laboratories in Indonesia and the Philippines. The mines generally have their own laboratories but it is often not possible to determine whether the correct testing equipment is available and in a satisfactory condition or whether they are following the procedures laid down under the International Maritime Solid Bulk Cargoes (IMSBC) Code when testing cargo samples. Such audits as it has been possible to carry out of mines equipment and testing and sampling procedures suggest not. Accordingly the reliability of the information and documentation which the shipper is required to provide under the IMSBC Code which became mandatory internationally on 1 January 2011, most notably the Transportable Moisture Limit (TML) certificate and the Flow Moisture Point (FMP), is questionable.
- The composition and physical properties of nickel ore vary considerably from location to location. Since the cargo is not homogenous it is difficult to determine accurately the TML and moisture content of the cargo as a whole. Frequently shippers will only provide one TML certificate for a cargo that has been drawn from a number of different sources and is not homogenous, which is contrary to the IMSBC Code.
- Nickel laterite has a high clay content. Because of this, testing the FMP of a sample using the usual flow table method can be subjective and the results questionable. If the flow table method of testing is not suitable, section 1.1.1 of the IMSBC Code provides that the procedures to be adopted should be those approved by the relevant authority of the Port State.
- Vessels are invariably loaded whilst at anchor from barges or landing craft which have themselves been loaded from stockpiles situated on the beach. The stockpiled cargo may well have been subject to rainfall after samples have been taken and tested, during transportation from the mine to the beach and while stockpiled on the beach. The IMSBC Code requires that the interval between testing for the moisture content and loading shall never be more than seven days but in many instances this period is not observed.
- There have been a number of reports of surveyors appointed on behalf of vessel interests to take cargo samples and conduct independent testing, being subject to extreme pressure by shippers to accept the results of the tests carried out by the mines. In certain instances the ‘pressure’ has been nothing short of physical intimidation.
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Source: The West of England P&I Club