6. Commercial pressure: Masters are always under tremendous commercial pressure from local shippers or Charterers to load the off-spec cargoes since any stoppage causes delay and time loss. During rainy seasons, there may be 24-hour non-stop loading, with wet cargo being dumped into cargo holds at night. As such, although legally (under SOLAS) the Master has overriding authority not to load or to stop loading off-spec cargo, this is easier said than done.
7. Value of can test: The can test remains the conventional method adopted by Masters/local surveyors to decide whether a cargo should be rejected or not. However, can tests are only be able to identify samples with obvious signs of moisture; the actual moisture content and TML can only be ascertained under lab tests - not with the naked eye. One reason being that clay, an essential element of nickel ore, holds considerable moisture and naturally absorbs water. With the continuous vibration of a vessel during sea passage, cargoes that contain high moisture content and TML become unstable which
may lead to a change in the cargo structure, from solid to liquid form. This would cause instability to the vessel, resulting in listing or even capsizing.
Guidance for Master
Skuld has prepared a guidance to Masters/local surveyors on what they should do when loading nickel ore.
It is a mandatory requirement for Members loading Group A cargo to notify their P&I Club to avoid any prejudice to their insurance cover.
When deciding whether or not to load the cargo, the Master should check for any red flags:
a) Rainy weather or typhoon seasons
b) Mines, stockpiles and barges not covered
c) Forged or inaccurate moisture content and TML level in the cargo certificates or declaration
d) Absence of proper loading facilities
e) Intimidation or death threats to local surveyors by local shippers or mines
f ) 24-hour continuous loading and dumping of wet cargo at night
g) Long sea passage for the voyage
If any of the above exist, Members are strongly recommended to contact their P&I Club immediately and appoint the local correspondent, surveyor and/or cargo expert (where appropriate) to assess the situation.
What happens if loading has already commenced when these red flags emerged?
If red flags are evident once loading has begun, the Master should order loading to stop at once, and get the local correspondent and surveyor appointed via the P&I Club as soon as possible. In the worst-case scenario, the wet cargo onboard may have to be off-loaded; where off-loading is impossible, it may be necessary to arrange a cargo expert to see whether any measures can be taken to treat the cargo to bring it within the IMSBC Code parameters. A naval architect may also need to be involved since the liquefaction of cargo would have an impact on the stability of the vessel.
Needless to say, in such circumstances further delay and time loss will occur.
58 | The Report • September 2018 • Issue 85
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