Nickel Ore Loading Above the Transportable Moisture Limit
Your 56,000 DWT supramax is loading nickel ore in four holds at a remote Indonesian anchorage during the wet season. The shipper's declaration states moisture content 34.0% and transportable moisture limit 32.0%, but the certificate is a photocopy and the sampling date is six days old. Rain has fallen intermittently; the holds are uncovered. In No. 2 hold, the cargo surface has a wet sheen and a sample squeezed in the hand leaves water on the palm. The cargo in No. 4 hold shows a crust but slumps when a crew member walks on it. The vessel is due to complete loading in six hours and sail for a 5-day passage. The charterer's agent says the cargo is 'as usual' and refuses delay. The master asks for your advice.
1. Is this cargo acceptable for loading and sailing? State the regulatory basis and the evidence you would use.
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No. Nickel ore is a Group A cargo under the IMSBC Code, which means it may liquefy if shipped at a moisture content above the transportable moisture limit. The declared moisture content of 34.0% is already above the declared TML of 32.0%, so the cargo fails the basic acceptance criterion. The photocopied certificate and six-day-old sampling date are additional red flags: the certificate must be original or verifiable, and the sample must be representative and recent enough to reflect the cargo actually being loaded. The visual signs are direct evidence of saturation: free water on the surface, water squeezed from a sample, and cargo that slumps under foot. The master should refuse to load or sail until the cargo is re-sampled and tested by an independent laboratory and the moisture content is confirmed below the TML. The charterer's agent cannot override the master's obligation to ensure the cargo is safe for shipment. Request replacement cargo or discharge.
2. The cargo is already partly loaded and the agent is pressing for departure. What actions would you take?
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Do not sail. Inform the master, the terminal, the flag State and the classification society or port State as appropriate. Consider discharging the affected holds or replacing the cargo. If discharge is not possible, keep the vessel in port and do not accept pressure to depart. At sea, a cargo with free water can shift suddenly, causing a large list and loss of stability; the master should reduce speed, avoid heavy weather and rolling, monitor bilges and list, and make for a sheltered anchorage. But the primary decision is not to depart with a cargo above the TML. Record everything: the cargo declaration, certificate, sampling, photographs, correspondence and the master's protest. Issue a letter of protest to the shipper and charterer, and keep the agent's refusal to delay in writing.
3. What tests and records would you require before any future loading, and what is the role of the can test?
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Require representative sampling from each hold and independent moisture content testing against the TML. The can test is only a supplementary check: a sample is placed in a can and tapped; if water appears at the surface or the cargo flows, it indicates high moisture, but it does not replace the flow moisture point and TML test. Confirm that the shipper's declaration includes the cargo's Group A classification, moisture content, TML and the date of testing. Check the IMSBC Code entry for nickel ore, including trimming requirements and the angle of repose. Keep the holds as dry as possible, cover them, and check bilges. Document all refusals and delays. If loading proceeds after re-testing, ensure the moisture content is below the TML at the time of loading, not just at the mine, and consider a further check before departure.