27th Feb 2020

NICKELE ORE LOADING PROCEDURE for MASTER and C/O

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The serious accidents have been reported that some ships carrying Iron Ore Fines or Nickel Ore have capsized primarily because of liquefaction of their cargoes.
Last major incident in the world was on 20th Aug 2019.
All contacts lost with bulk carrier M/V NUR ALLYA (52,000 dwt) since Aug 20 2019, last known position was in Banda Arc N of Ambon, capital of Maluku province,
Indonesia. Bulk carrier with 25 crew and cargo of nickel ore was en route from Weda island, North Maluku, to Morosi, southeast Sulawesi.
SAR launched on Aug 25 2019, there was no distress signal. Most probably, it was ore liquefying, causing capsizing and sinking.

In order to avoid such accidents, the IMSBC Code has been effected and applied to all ships as mandatory requirements since 1 January 2011.
The cargoes which may liquefy are categorized as “Group A”. When the moisture content of such cargoes is exceeding its transportable moisture limit (TML),
loading shall not be allowed.
On other hand, even though the cargo information stated that the moisture content of the shipped cargo is less than TML, the actual moisture content of the
cargo exceeds TML due to heavy rainfall during loading, and which may lead to liquefaction and trigger the serious accident.

During a voyage the cargo can be agitated by wave impact and engine vibration and, if there is sufficient moisture present, the cargo may reach flow moisture
point (FMP) and liquefy. This may result in loss of GM from free-surface effect, sudden cargo shifts and structural impact damage from sloshing.
Because of the severe consequences of exceeding the FMP, the safety margin provided by the lower TML is critical and should not be compromised.
For the Flow Table Test and Penetration Test the TML is defined as 90% of the FMP.
The TML of a cargo determined using the Proctor/Fagerberg test is taken as equal to the critical moisture content at 70% degree of saturation. It is a requirement
of the “SOLAS” that the average moisture content of any type of granular cargo in any cargo space must not be higher than the TML.
The difference between the TML and the FMP is intended as a safety margin to protect against uncertainties in testing such as laboratory errors, sampling errors
and variations in moisture content in the cargo. If the actual moisture content at any location in the cargo is greater than the FMP then the cargo can liquefy at
any time without warning. There are NO ‘safe’ weather conditions or routings for carrying a cargo above its TML.

Therefore, please be advised that the following items are to be checked, when cargoes which may liquefy, such as Iron Ore Fine or Nickel Ore, are shipped.

1. Before loading, the following contents are to be checked in the cargo information which is provided to the master as appropriate information on the cargo by
the shipper. (Section 4 of the IMSBC Code)
(1) TML and moisture content are stated on the cargo certificate.
(2) Whether the test to determine TML of the cargo has been conducted within six months to the date of loading of cargo.

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(3) The interval between sampling/testing and loading is never to be more than seven days.
(4) Whether a proper cargo information has been individually provided for each cargo hold to be loaded. (Except in cases where the moisture content of the cargo
is clearly uniform.)

2. The master is not to accept the cargo for loading unless the moisture content of the cargo indicated in the cargo information has been confirmed as being less
than its TML. (Paragraph 7.3.1, Section7 of the IMSBC Code)

3. If the moisture content of the cargo is doubtful due to significant rainfall between the time of testing and actual loading, the master is to carry out the
complementary test (Can Test) and/or the check test of the moisture contents in the laboratory. However, it is to be noted that Can Test does not indicate that
the moisture contents of the cargo is less than TML, although it indicate that the moisture contents of cargo is exceeding TML. The following parts of the Code
for each test procedure are to be referred.
(1) Can Test (Paragraph 8.4, Section 8 of the IMSBC Code)
(2) Check Test in the laboratory (Appendix 2 of the IMSBC Code)

4. Check Point (for Master and C/O)

a) Before loading
☜ it is to be checked that the cargo hold bilge suction is functional.
☜ ensure water tight each hatch cover through hose & chalk test.
☜ inside of the holds where the cargo is to be loaded should be kept dry. Also, should check and confirm that there is no risk of flooding seawater, for instance
by abnormality of piping in holds, hatch covers and hull due to crack.
☜ should discuss with the relevant parties at the loading port for measures to prevent increase in the moisture content, such as closing the hatch covers,
protecting the cargo from rain prior to loading. In addition, should discuss with them the necessity of tamping and compacting the cargo. Carrying out these
procedures would contribute to the safe transportation.

b) During loading
☜ Loading should be suspended if rain occurs during cargo operations. This includes taking measures such as; （aaa） to observe weather and the possibility of
raining continuously, （bbb） to close hatch covers and （ccc） to prevent rain drops from entering into holds.
If the cargo was to be loaded by a barge, attentions should also be paid to avoid shipping seas to the cargo.

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☜ The holds should be filled over with cargo to lessen the broken space so that the possibility of cargo shifting could be minimized. In case of jumping-load,
should take account of the vessel’s longitudinal stress and tank top strength. The dump nickel ore would drop by its lump state due to cohesion. In such a
state, the cargo should not be dropped from high position, taking account of possible damage on the tank top.
☜ Compacting of the cargo should be carried out during loading while the vessel is in the upright position. It would contribute to prevent reduction of the cargo
height caused by vibration, etc. during the voyage. Compacting at every adequate height would be effective to prevent the cargo from sliding failure. It is
essential that shore workers should understand the necessity of compacting of cargo.

c) After loading
☜ the surface of the cargo in partially loaded cargo holds is to be trimmed and tamped. (Section 5 of the IMSBC Code)
☜ take photo of cargo at each cargo holds and report to ship manager without delay.
☜ Taking account of shipping seas on deck during the voyage, hatch covers should be properly closed.
☜ The vessel’s longitudinal stress and stability should be properly calculated.
☜ Before departure, sounding of hold bilge are to be carried out and bilge water to be discharged at area where does not violate regulations as soon as possible
after departure.

d) During at sea
☜ The condition of cargo in the holds should be observed periodically. If the water is seen on the surface of cargo or the slope of cargo becomes lower, should
check whether any of the signs of cargo shifting mechanisms mentioned before exists, and the risk of cargo shifting should be considered. In particular, should
closely watch the condition of the cargo when the vessel’s situation changes such as when leaving port and entering the sea.
☜ The hold bilges should be sounded periodically (at least every four hours), recorded and properly discharged.
☜ For the purpose of drying and preventing holds from sweat, the ventilation/circulation inside of cargo holds should be considered.
☜ should report the condition of cargo to the owners/ship managers/charterers, and obtain additional measures and routing advice, etc.
☜ should try to lessen the vessel’s rolling, taking account of the weather and sea condition.

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Figure 1 Liquified Nickel Ore Figure 2 Solid state “before a can test” Figure 3 Liquid state “after a can test”

particles held together by friction no friction between particles

5. CAN TEST Procedure

An onboard can test may determine the presence of moisture on the cargo surface and possible liquefaction.
Can Test should be conducted purely as a spot check by the master and officers, but should never replace a full laboratory test as confirmation of safe carriage.
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Step 1. Fill half of a small cylindrical can with a sample of the cargo
Step 2. Strike can against a hard surface such as a strong table from a height of approximately 20cm
Step 3. Repeat the action at least 25 times, at one or two second intervals
Step 4. Check surface for moisture and fluid-like behavior. If moisture is present on the surface or fluid-like behavior is noticed, additional testing of the moisture
content should be conducted by a laboratory before loading.
☜ If observed, immediately call Owner/Ship Manager to arrange laboratory test.
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Master and officers who rely on the can test as a primary method of testing for accepting a cargo may be putting the crew and ship at risk. When the can test
is conducted, it looks only for the flow moisture point of the cargo and not the transportable moisture limit. The test automatically discards the 10% safety margin
if relied on as a condition of carriage. Therefore using the can test as a primary testing method for acceptability of a cargo is contrary to the IMSBC Code.
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6. Cargo Trimming
Cargo shifting caused by liquefaction is possible if the moisture content has exceeded the transportable moisture limit.
Certain cargos are liable to moisture migration and could develop a wet base. Even though the surface of the cargo may appear dry, liquefaction occurring below
the dry cargo may result in a sudden shift of cargo. Cargo, such as nickel ore and iron ore fines, possessing high moisture contents are prone to sliding.
To reduce the likelihood of cargo shifting, the master has the right to require the cargo to be trimmed to a reasonably even level. With reference to Section 5 of
the IMSBC Code ‘Trimming Procedures’, the cargo spaces shall be as full as practicable without forming an excessive load on the bottom structures.

7. Master’s Responsibility and Overriding Authority

The master ;
☜ must ensure the ship has received all the documentation necessary for the safe loading of the ship. The master should not begin loading until valid certification
has been provided.
☜ should not load any parcel of cargo which is in excess of its transportable moisture limit.
☜ if there is any doubt as to the validity of the certificates for moisture content and transportable moisture limit, the master should carry out CAN TEST
before loading and shall request Owners to arrange additional laboratory test, if not resolved.
☜ an independent surveyor arranged by Owners can assist the master in sampling for moisture content analysis.
☜ in tropical countries additional moisture content analysis may be necessary.
☜ the “Can Test” method alone should never be solely relied upon.
☜ a visual inspection of the cargo will identify the stockpiles before loading to establish parts of the consignment which may have appreciable differences in
moisture content.
☜ ensure the cargo is retested for moisture content and transportable moisture limit if it is “wetter” after rain exposure, or if the certificate is not correct.
☜ ensure the cargo is loaded and trimmed as evenly as possible.
☜ IMSBC Code must always be followed.
☜ resist any commercial pressure.
☜ contact ship manager and request to call local P & I correspondent if master is in doubt of the suitability and safety of the cargo.
☜ has an overriding authority under SOLAS not to load any cargo and to stop cargo loading if any concerns arise that the ship may be affected by the condition
of the cargo.
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