Please let us refer you to our circular no.10-026 dated 1st Feb. 2011, “Indonesia and the Philippines – Safe Carriage of Nickel Ore Cargoes”.
请会员参照协会早先发布的通函“印度尼西亚和菲律宾镍矿货物安全装运指南”（附于本通函下页）。
There has been increase of nickel ore shipment from Philippine as Indonesia banned this shipment in 2014. In addition, due to rainy season now at local, it appears that some vessels have faced liquefaction problems. We provide you with guidance from local P&I Correspondents, Pandiman Philippines, Inc. Your kind attention again to the problem and cautious manners would be appreciated.
因印度尼西亚已于2014年禁止此类货物装运，近期从菲律宾装载镍矿货物的数量有所上升。
另外，因当地现在是雨季，有迹象表明一些船舶面临货物液化问题。在此协会向客户提供当地通代Pandiman Philippines, Inc.的指导意见。请贵司对此问题再次给予关注，保持谨慎行事。
日本保赔协会2011年2月1日发布的10-026号通函
印度尼西亚和菲律宾镍矿货物安全装运指南
来源：日本保赔协会
Introduction 引言
As members may be aware, in October and November 2010, three vessels, the Jian Fu Star, Nasco Diamond and Hong Wei, sank during the carriage of nickel ore from Indonesia to China with the loss of forty four seafarers. The cause of the sinkings has not yet been definitively determined but nickel ore, like iron ore fines and many concentrates, is a cargo which may liquefy, if the moisture content of the cargo exceeds the Transportable Moisture Limit (TML) when loaded. Liquefaction of such a cargo can result in loss of stability which in turn can lead to a vessel capsizing. It is therefore very possible that all three vessels were lost as a result of cargo liquefaction.
正如会员可能了解到的，2010年10月和11月发生了三起装载镍矿船舶（JIAN FU STAR, NASCO DIAMOND和HONG WEI）在印尼到中国途中沉没事件，44位船员因此殒命。尽管船舶沉没原因尚未明确，但由于如果装载货物含水率超过适运含水量限制（TML），镍矿、铁矿粉和很多精矿石都十分容易发生液化，从而使船舶失去稳性导致倾覆。据此，这三艘船的沉没极有可能是货物液化导致的。
There have been a number of other recent reports of cargoes of nickel ore loaded in both Indonesia and the Philippines liquefying and causing loss of stability to the carrying vessel but fortunately not resulting in the loss of the vessel. In one such case the carrying vessel grounded causing extensive hull damage. Currently nickel ore is only loaded in four locations in the Philippines: Santa Cruz (Luzon), Surigao and Tubay (Mindanao) and Rio Tuba (Palawan Island). Liquefaction of some ore cargoes can be caused by the normal incidents of a sea voyage, for example the motion of the ship in the seaway or vibrations caused by the running of the main engine or other on-board machinery.
同时最近也有其他类似案例，船舶在印尼和菲律宾装载镍矿，船上货物发生液化导致船舶失去稳性，所幸没有导致船舶沉没。在其中一个案例中，承运船舶搁浅导致严重的船壳损坏。目前镍矿只在四个区域进行装货，菲律宾群岛，圣克鲁斯（吕宋岛），苏里高港和里奥图吧（巴拉望岛）。一部分货物液化可由常规航海作业引发的，例如船舶行驶产生的移动或者主机/船上其他设备运行产生的振动。
The International Group informally raised its concerns about the loading and carriage of nickel ore from Indonesia and the Philippines, with the Indonesian and Philippine delegations that attended the 88th session of the IMO Maritime Safety Committee (MSC) which was held between 24 November and 3 December 2010. Intercargo made an intervention at that session expressing its concerns with respect to the hazards and risks associated with the carriage of cargoes that can liquefy such as nickel ore. In addition Intercargo pointed out that some Charterers and Masters had been put under extreme pressure to accept Shippers’ declarations and testing reports without having been permitted the opportunity of independently verifying such declarations and reports. The Marshall Islands supported Intercargo’s intervention and the Indian delegation outlined the actions that the Indian authorities were taking to improve the safe carriage of iron ore fines cargoes loaded in India.
在2010年11月24日到12月3日间召开的第88届国际海事委员会(MSC)中，国际保赔协会表达了对于印尼和菲律宾镍矿的装载和运输情况的关切，本次会议印尼和菲律宾派代表参加。国际干散货船协会在会议上也就易液化货物（比如镍矿）的运输风险表达了关切。此外国际干散货船协会指出，一些租家和船长在高压之下被迫接受托运人声明和检测报告，而无法验证其有效性。马绍尔群岛方面支持协会所提观点，印度代表就印度当局为改善铁矿粉在印度的安全承运所采取的措施进行阐述。
Specific Concerns Associated with the Loading and Carriage of Nickel Ore
装载和运输镍矿的特别注意事项
The loading and carriage of nickel ore cargoes from both Indonesia and the Philippines has given rise to the specific concerns set out below.
从印尼和菲律宾装载和运输镍矿需要特别关注以下问题：
(a) Most mines are situated in remote locations and loading/port facilities are therefore non-existent or very limited and loading equipment and methods rudimentary. Cargo is stock-piled, uncovered, on the beach and accordingly totally exposed to the prevailing weather conditions.
很多矿井地处偏远，港口设施、装货设备有限甚至缺乏，装货设备和装货方法原始。货物在沙滩露天堆积，无覆盖物防护，完全暴露在外界天气环境中。
(b) The traditional practice has been to ship nickel ore cargoes in the dry season, from 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 stock-piles do not therefore benefit to the same extent from solardrying as in the past.
传统意义上来说在干季（每年2月到5月或者6月）运送铁矿石，由于降雨量很少，风险不会太大。然而，最近几年湿季和干季的界限已经不甚明显，干季同样存在大量降雨。在干季，货物已经不能像过去那样得益于太阳光的照射。
(c) 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.
矿山地处偏远交通不便，因此船方聘请的独立检验人/专家很难前往矿山获取货物样本。
(d) 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 Code (the 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 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.
印尼和菲律宾地区缺乏独立检验机构。矿山一般都有自己的实验室，但是很难保证实验室是否配备适当或者状况良好的检验设备；另外很难断定货物样本测试是否按照国际海运固体散装货物规则规定的程序进行。恐怕无法对上述检验设施、取样以及检验流程进行审核。综合以上，托运人依照规则需提供的适运含水量限制证书（TML）和流动水分点（FMP）的信息和文件的可靠性值得商榷。
(e) The composition and physical properties of nickel ore vary considerably from location to location. Since the cargo is not homogenous it is difficult to accurately determine 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 Code.
镍矿的构成和物理性质因地域不同差别很大。因为货物不是同质的，所以很难对货物整体的TML和货物含水率作出精确判定。托运人通常只提供其中一票货物的TML证书，来代表不同来源不同质的多票货物，这个做法是违反规则规定的。
(f) 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 Code provides that the procedures to be adopted should be those approved by the relevant authority of the Port State.
镍红土具有较高的粘土含量。因此，使用常规的稠度台试验测试样本FMP则具有主观性，实验结果不可信。在稠度台试验测试方法不适当的情况下，可参照规则1.1.1规定，检测程序需经港口国相关部门批准。
(g) Vessels are invariably loaded whilst at anchor from barges or landing craft which have themselves been loaded from stockpiles situated on the beach. The stock-piled 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 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.
船舶经常需要在抛锚期间从驳船或者其他运输船上装运货物，而驳船或其他运输船从岸边的货堆装运货物。货物在取样供检测后，在矿山到港口的运输途中或者堆放货场期间会有雨湿的风险。规则规定含水率测试和装货的间隔须不得超过7天，但是很多时候这个期限的规定没有被执行。
(h) 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.
在大量案例中，检验人代表船方取样进行独立测试，迫于托运人的高压最终接受矿山的测试结果。在某些案例中，此类“压力”不亚于武力威胁。
International Maritime Solid Bulk Cargoes Code (IMSBC Code)
国际海事固体散货规则 (IMSBC Code)
The Code is issued under SOLAS 1974 and its Protocols. The Code sets out the internationally agreed provisions for the safe stowage and shipment of solid bulk cargoes, including cargoes that may liquefy, such as nickel ore. Those cargoes not specifically listed are covered by section 1.3 of the Code. It became mandatory internationally on 1 January 2011.
《国际海事固体散货规则》是基于海上人命安全规则1987及草案框架下的规则。其制定了安全积载和装运固体散货包括可能液化的货物，比如镍矿）的国际性协议。没有特殊列明的货物在1.3有所规定。该规则2011年1月1日起强制生效。
Regulation VI/2, SOLAS 1974 requires the Shipper to provide the Master or his representative with all relevant information relating to the cargo sufficiently in advance of loading to enable precautions which may be necessary for the proper stowage and safe carriage of the cargo to be put into effect.
《1974年国际海上人命安全公约命救助规则》第6条第2款要求托运人在货物装运前及时将货物所有相关信息向船长或其代表告知，以确保采取预防措施保证货物适当积载和安全承运。
Section 4 of the IMSBC Code sets out the obligations and responsibilities imposed on the Shipper for providing information about the cargo.
《国际海事固体散货规则》第四部分明确规定托运人有责任和义务提供货物信息。
Most importantly for cargoes that may liquefy (Group A cargoes), certificates should be provided evidencing the moisture content of the cargo at the time of shipment and the transportable moisture limit (TML). The TML is defined in the Code as 90% of the Flow Moisture Point (FMP). The FMP can only be determined by laboratory analysis of cargo samples. Any cargo with a moisture content in excess of the TML should not be accepted for loading (unless on specially constructed or fitted ships). Nickel Ore does not have its own schedule in the Code but should be regarded as being a Group A cargo.
对于可能液化的货物（A类货物）来说，最重要的是需要提供证书证明装货时货物含水率和适运含水量限制（TML）。规则规定TML的计算方法为流动水分点（FMP）数值的90%。FMP只能由实验室分析货物样本来确定。任何货物含水率超过TML就不能装载（除非特殊构造/装备特殊的船）。规则没有对镍矿进行明确归类，但是镍矿应被视为A类货物。
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