在过去的几星期里，在39天内有三条货轮于装载镍矿后沉没，并导致44名船员丧生。据报道，沉没的三条货轮分别为，健富星（10月13日，13人丧生），南遠鑽石號（11月10日，21人丧生），宏伟轮（12月3日，10人丧生），三条货轮事发时，
- 均装载同种货物 – 镍矿
- 均装自同一国家 – 印度尼西亚
- 均为中国船东/船舶管理公司运营管理
- 均为巴拿马籍船籍
- 均在同一海域沉没
- 均驶往中国
一般来说，散货船若未按要求检测便装载可能液化的货物（如镍矿），如果货物含水量过高，则可能在运输途中呈现泥浆状甚至液体状，并影响船舶稳性，导致船舶倾斜甚至倾覆。
近期，随着市场逐渐走出经济萧条的阴影，从菲律宾、印尼、新喀里多尼亚等地出口的镍矿数量有所回升，从而导致了运送镍矿船舶数量将会有所增加。关于载运的镍矿粉是否符合航运标准，在检验时的取样和测量都是有一定难度的。镍矿粉在装运前的批量储存时可能符合含水量的标准，但是由于印尼、菲律宾等地降雨很多，因此不能保证在装船之后镍矿的含水量在一个较短的周期内依旧能保持不变。
根据SOLAS公约第六条第二款以及，<国际海上固体散装货物规则>(“IMSBC”)第四、第七、第八款，镍矿被界定为可被液化的A级危险货物。因此，镍矿的承运人应当在装船前与发货人确认该货物的可运含水限度（TML）、液化点（FMP）及转载货物的实际含水量。承运人需保证装运货物的实际含水量低于其可运含水限度。
由于种种不确定因素都会造成货物与船舶的危险，请各船东/租家仔细阅读以下公告，并切实遵守与落实。
- 在发货人未提供相应货物证书之前，或所提供的货物证书可能不准确或不完善，船舶不应开始装货；
- 应委派熟悉当地情况的具有相应资质的检验人员在装船前对货物进行检测，该检验人员不应同时被发货人委派；
- 所装载货物必须符合”IMSBC”及当地法律法规；
- 所装载货物必须具备符合资质的检验机构出具的相关证书；
- 船长及值班驾驶员应在装货期间谨慎小心，如发现有或可能有任何问题应立即停止装货；
- 雨天须停止装货；
- 装货期间，应定期检查货舱是否有货物渗水的迹象，每天须对所有污水仓进行二次测量和记录。船长应核对记录并对任何可疑内容进行调查；
- 船东应提高船员对运输该类货物有可能液化的风险的认知。
船东/租家计划装运或出租船舶从印尼、菲律宾、新喀里多尼亚等地运送镍矿时，需及时联系其互保协会的管理人员，以便当地的检验人能够对镍矿粉的含水量进行一个全面的测试。协会可能同时任命一位专家，作为联系和监督检验的人。
船东/租家在菲律宾、印尼、新喀里多尼亚等地运输或租船运输镍矿粉时，应确保以上须遵守的规则和可能发生的情况以明示条款的形式写入租船合同、承运合同以及其他适用的合同中，并在运输前咨询其互保协会的理赔与防灾防损部门。如果没有做到以上所述，有可能会导致无法获得协会的赔偿。
详细信息请参阅附件。
Dangers of carrying Nickel Ore in Indonesia, New Caledonia and the Philippines
In the past few weeks, three vessels have sunk and 44 crews died in 39 days after loading nickel ore. As reported, all three sinkings, including M.V. Jian Fu Star (13 Oct, 13 fatalities); M.V. Nasco Diamond (10 Nov, 21 fatalities), and M.V. Hong Wei (3 Dec, 10 fatalities), carried
- The same cargo – Nickel Ore,
- Loaded in the same country – Indonesia,
- In Chinese operated and manned ships,
- Under the Panamanian flag,
- Sank in broadly the same location,
- And all were bound for the China for use in the Chinese steel industry.
In general, cargoes which may liquefy, such as the nickel ore, are loaded into bulk carriers but if not properly tested and certificated, may move as a slurry or a liquid if their moisture content is too great, causing stability problems, listing and eventual capsize.
Demand of nickel lateritic ore from the principal exporters in Indonesia, New Caledonia and the Philippines are expected to rise due to many economies are emerging from recession, which may result in an increase in the number of nickel ore cargoes offered for shipment. There are many concerns associated with loading nickel ore as ore is typically loaded into barges and transshipped to bulk carriers at anchor, and although the cargo presented for shipment may appear to be dry, this is no guide as to whether the cargo is safe to carry. The composition and physical properties of nickel ore vary greatly within each mine and the appearance of the material may range from gravel to mud. This also creates problems for laboratories as the non-homogenous nature of nickel ore can cause difficulties when trying to ascertain the Transportable Moisture Limited (TML) and moisture content.
Owners/charterers contemplating carriage of nickel ore are advised to study carefully SOLAS Ch.VI, Reg.2 and Sections 4, 7 and 8 of the IMSBC Code. In brief, the shippers of nickel ore are required to certify the TML, Flow Moisture Point (FMP) and the actual moisture content of the cargo, prior to commencement of loading. The material may only be shipped if the actual moisture content is less than the TML.
Due to the numerous dangers and difficulties associated with these cargoes, Members considering the carriage of nickel ore and other liquefy cargoes are advised to be mindful of the risks outlined in this Notice and ensure that the recommended steps are followed.
- Vessels should not load if proper documentation is not provided by shipper in advance and vessels should not commence loading if the documentation is incorrect or incomplete;
- Competent surveyors with requisite local knowledge should be used to assist in confirming the condition of the cargo being loaded. The surveyor must be independent and not instructed by shipper at the same time;
- The loading of cargo should comply with requirements of IMSBC Code and any applicable local regulations and guidelines;
- Certificates from recognized reputable Testing Facility must be produced;
- Master and Duty Officer should be vigilant during loading operations. Loading should be stopped, if there is any possible problem;
- Loading during periods of rain should not be allowed;
- The holds should be regularly inspected during loading for evidence of free water settling out, and all cargo hold bilge wells to be sounded and recorded at least twice daily. The Master should check these records and investigate any abnormal readings; and
- Owners to heighten their crews’ awareness to the risks of cargoes that have the potential to liquefy. Owners/charterers who plan to fix or charter a vessel to load nickel ore from ports in Indonesia, New Caledonia or the Philippines should contact their P&I Club at the earliest opportunity so that a local surveyor can be appointed to establish the location of the cargo prior to arrival and provide assistance to the Master during loading by monitoring the moisture content of the cargo and carrying out “can” tests. An expert is also recommended to be appointed, not necessarily to attend in person but to liaise with and supervise the local surveyor throughout.
Owners/charterers who plan to fix or charter a vessel to load nickel ore from ports in Indonesia, New Caledonia or the Philippines should ensure that express terms are included within the charter party, contract of affreightment or other contract (as applicable) so as to safeguard their position, and should contact their P&I Club’s Claims and Loss Prevention departments for further advice before entering into such a fixture or charter. Failure to do so could result in cover being prejudiced.
See attached file :
