We wish to state the importance for shipowners and the master to examine carefully the IMSBC Code and ensure this is complied with. This article is not a substitute for examining the IMSBC Code. It is essential for both shipowners and shippers that nickel ore is loaded strictly in accordance with the IMSBC Code. The IMSBC Code applies to all cargoes which may liquefy even though that cargo is not defined as Group A in the IMSBC Code.
The Transportation Moisture Limit (TML) of the cargo is defined as 90pct of the FMP. It is a requirement of SOLAS that the average moisture content of any type of granular cargo in any cargo space must be higher than the TML. There are no exceptions to this rule such as fine weather conditions or a coastal or short voyage.
We wish to stress to shipowners that if the FMP and TML is not assessed in accordance with the IMSBC code, this will amount to a breach of the SOLAS code and the vessel would be considered as undertaking an unduly hazardous, dangerous voyage which would in principle prejudice the vessel’s insurances.
Under the IMSBC Code the FMP testing must be carried out within a certain time prior to loading. If sampling and testing is carried out during the course of loading or the shipper is using information of cargo loaded on another ship (even if she is loading during the same period) this is a breach of the IMSBC Code. IMSBC Code requires the sampling and testing of a stockpile must be conducted no more than one week prior to shipment. Should there be rain after the sampling, a further sampling and testing is required prior to loading.
Some shipowners are loading the cargo whilst they simultaneously sample and test the FMP. This is a breach of the IMSBC Code and which in turn will breach SOLAS rules which will in principle prejudice the vessel’s insurances.
Appendix 2 of the IMSBC Code states three methods for assessing the FMP. However we are all aware that even if the shippers purport to issue FMP certificates they have sampled and tested the FMP in accordance with the IMSBC Code, many of these certificates do not state the facts. Whether the certificates of th shippers may be flawed, the master must still ensure the shippers provide a certificate the information required by the IMSBC Code. It is surprising that some masters are not even aware of the IMCBC Code and not requiring and checking the information on the certificates comply with the IMSBC Code.
The IMSBC Code provides for a test which masters should use called the ‘can test’. If shippers present significant amounts of cargo which fail this test, then it is probable the cargo is unsafe.
To summarize
The master must not commence loading until he has received proper certificates from shippers from a recognized testing company declaring all the information required by and in compliance with the IMSBC Code.
The master should not commence loading until he has carried out ‘can’ tests on each shipment or batch of cargo.
It is very important for shipowners to ensure the IMSBC Code is complied with by both the shippers and the vessel. Especially if the vessel’s P+I Club do not require a compulsory sampling and testing of the cargo which not all P+I Clubs require, it is essential the shipowner is able to prove the IMSBC Code has been complied with to ensure the insurances are not prejudiced. If there are queries on the IMSBC Code, shipowners must let us know and we would be happy to clarify and discuss any queries with the P+I Club.
遵循《散货规则》，安全装载镍矿
我们希望借此文章提醒装载/运输镍矿的船东和船长严格遵循《国际海运固体散货安全操作规则》（IMSBC规则，以下简称《散货规则》）有关规定。
船东和发货人必须严格按照《散货规则》的规定来装载镍矿。《散货规则》适用所有易液化的散货，即使该散货并不在《散货规则》列明的A类货物之中。《散货规则》中定义的适运水分量（TML）等于90%流动水分点（FMP）。按照《1974年海上人命安全公约》（以下简称SOLAS）的要求，货舱中散货的平均含水量不得高于流动水分点（FMP）。此项规定没有任何诸如天气或航程方面的除外情况，必须严格执行。
我们需要强调的是，如果流动水分点（FMP）和适运水分限量（TML）没有严格按照《散货规则》进行测试和量取，就意味着对SOLAS公约的违背，船舶进行了不适当的危险航程，从而严重影响船舶保险。
按照《散货规则》的规定，流动水分点（FMP）必须在装货前一定时间以内测定。如果取样和检测是在装货过程中进行，或者发货人提供的是装载在另一艘船舶上的货物的数据（即使两船在同一时间装货），也都被视为违反《散货规则》。《散货规则》规定，取样检测时间与装船时间间隔不得超过7天。如果在检测后装船前出现雨水天气，必须重新进行取样和检测方可装船。
一些船东在装货同时进行货物流动水分点（FMP）取样和检测，这样做会违反《散货规则》，进而也违反了SOLAS公约，从而导致船舶保险失效。
《散货规则》中附件2列举了货物流动水分点（FMP）的3种检测方法。我们注意到，即使发货人按照《散货规则》的要求对货物进行取样和检测，多数证明书上含水量数据的真实性都存在问题。但是不论发货人提供证明文件是真是假，船长都有义务确保发货人按照《散货规则》的要求出具了该类文件。不过实践中，不少船长对《散货规则》缺乏了解，并没有按照《散货规则》的规定向发货人索要该类文件并检查上面的信息。
《散货规则》建议船长使用圆盒测试法检验货物的含水量。如果发货人提供的相当一部分货物在用圆盒测试法进行抽样检测时出现液化迹象，那么该批货物很有可能是不安全的。
总结和建议
在发货人按照《散货规则》要求提供由受认可实验室出具的相应证明文件以前，船长不得开始装货。
船长在开始装货以前需要对每一批货物用圆盒测试法进行抽样检测。
船东应确保发货人和船上人员都严格遵守《散货规则》。并不是每个保赔协会都强制要求船东对货物进行取样和和检测。在这种情况下，船东更应该确保遵守了《散货规则》，并能提出相应的证据，否则可能影响保单责任。
如果您有任何关于《散货规则》的问题，请随时与我们联系。我们很乐意为您解答，并与您和保赔协会一起探讨合适的解决方案。
