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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”. 請會員參照協(xié)會早先發(fā)布的通函“印度尼西亞和菲律賓鎳礦貨物安全裝運指南”（附于本通函下頁）。 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. 因印度尼西亞已于2014年禁止此類貨物裝運，近期從菲律賓裝載鎳礦貨物的數(shù)量有所上升。 另外，因當?shù)噩F(xiàn)在是雨季，有跡象表明一些船舶面臨貨物液化問題。在此協(xié)會向客戶提供當?shù)赝ù?/span>Pandiman Philippines, Inc.的指導意見。請貴司對此問題再次給予關注，保持謹慎行事。 日本保賠協(xié)會2011年2月1日發(fā)布的10-026號通函 印度尼西亞和菲律賓鎳礦貨物安全裝運指南 來源：日本保賠協(xié)會 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. 正如會員可能了解到的，2010年10月和11月發(fā)生了三起裝載鎳礦船舶（JIAN FU STAR, NASCO DIAMOND和HONG WEI）在印尼到中國途中沉沒事件，44位船員因此殞命。盡管船舶沉沒原因尚未明確，但由于如果裝載貨物含水率超過適運含水量限制（TML），鎳礦、鐵礦粉和很多精礦石都十分容易發(fā)生液化，從而使船舶失去穩(wěn)性導致傾覆。據(jù)此，這三艘船的沉沒極有可能是貨物液化導致的。 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. 同時最近也有其他類似案例，船舶在印尼和菲律賓裝載鎳礦，船上貨物發(fā)生液化導致船舶失去穩(wěn)性，所幸沒有導致船舶沉沒。在其中一個案例中，承運船舶擱淺導致嚴重的船殼損壞。目前鎳礦只在四個區(qū)域進行裝貨，菲律賓群島，圣克魯斯（呂宋島），蘇里高港和里奧圖吧（巴拉望島）。一部分貨物液化可由常規(guī)航海作業(yè)引發(fā)的，例如船舶行駛產生的移動或者主機/船上其他設備運行產生的振動。 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日間召開的第88屆國際海事委員會(MSC)中，國際保賠協(xié)會表達了對于印尼和菲律賓鎳礦的裝載和運輸情況的關切，本次會議印尼和菲律賓派代表參加。國際干散貨船協(xié)會在會議上也就易液化貨物（比如鎳礦）的運輸風險表達了關切。此外國際干散貨船協(xié)會指出，一些租家和船長在高壓之下被迫接受托運人聲明和檢測報告，而無法驗證其有效性。馬紹爾群島方面支持協(xié)會所提觀點，印度代表就印度當局為改善鐵礦粉在印度的安全承運所采取的措施進行闡述。 Specific Concerns Associated with the Loading and Carriage of Nickel Ore 裝載和運輸鎳礦的特別注意事項 The loading and carriage of nickel ore cargoes from both Indonesia and the Philippines has given rise to the specific concerns set out below. 從印尼和菲律賓裝載和運輸鎳礦需要特別關注以下問題： (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. 很多礦井地處偏遠，港口設施、裝貨設備有限甚至缺乏，裝貨設備和裝貨方法原始。貨物在沙灘露天堆積，無覆蓋物防護，完全暴露在外界天氣環(huán)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. 傳統(tǒng)意義上來說在干季（每年2月到5月或者6月）運送鐵礦石，由于降雨量很少，風險不會太大。然而，最近幾年濕季和干季的界限已經不甚明顯，干季同樣存在大量降雨。在干季，貨物已經不能像過去那樣得益于太陽光的照射。 (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. 礦山地處偏遠交通不便，因此船方聘請的獨立檢驗人/專家很難前往礦山獲取貨物樣本。 (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. 印尼和菲律賓地區(qū)缺乏獨立檢驗機構。礦山一般都有自己的實驗室，但是很難保證實驗室是否配備適當或者狀況良好的檢驗設備；另外很難斷定貨物樣本測試是否按照國際海運固體散裝貨物規(guī)則規(guī)定的程序進行?？峙聼o法對上述檢驗設施、取樣以及檢驗流程進行審核。綜合以上，托運人依照規(guī)則需提供的適運含水量限制證書（TML）和流動水分點（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. 鎳礦的構成和物理性質因地域不同差別很大。因為貨物不是同質的，所以很難對貨物整體的TML和貨物含水率作出精確判定。托運人通常只提供其中一票貨物的TML證書，來代表不同來源不同質的多票貨物，這個做法是違反規(guī)則規(guī)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. 鎳紅土具有較高的粘土含量。因此，使用常規(guī)的稠度臺試驗測試樣本FMP則具有主觀性，實驗結果不可信。在稠度臺試驗測試方法不適當?shù)那闆r下，可參照規(guī)則1.1.1規(guī)定，檢測程序需經港口國相關部門批準。 (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. 船舶經常需要在拋錨期間從駁船或者其他運輸船上裝運貨物，而駁船或其他運輸船從岸邊的貨堆裝運貨物。貨物在取樣供檢測后，在礦山到港口的運輸途中或者堆放貨場期間會有雨濕的風險。規(guī)則規(guī)定含水率測試和裝貨的間隔須不得超過7天，但是很多時候這個期限的規(guī)定沒有被執(zhí)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，檢驗人代表船方取樣進行獨立測試，迫于托運人的高壓最終接受礦山的測試結果。在某些案例中，此類“壓力”不亞于武力威脅。 International Maritime Solid Bulk Cargoes Code (IMSBC Code) 國際海事固體散貨規(guī)則 (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. 《國際海事固體散貨規(guī)則》是基于海上人命安全規(guī)則1987及草案框架下的規(guī)則。其制定了安全積載和裝運固體散貨包括可能液化的貨物，比如鎳礦）的國際性協(xié)議。沒有特殊列明的貨物在1.3有所規(guī)定。該規(guī)則2011年1月1日起強制生效。 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年國際海上人命安全公約命救助規(guī)則》第6條第2款要求托運人在貨物裝運前及時將貨物所有相關信息向船長或其代表告知，以確保采取預防措施保證貨物適當積載和安全承運。 Section 4 of the IMSBC Code sets out the obligations and responsibilities imposed on the Shipper for providing information about the cargo. 《國際海事固體散貨規(guī)則》第四部分明確規(guī)定托運人有責任和義務提供貨物信息。 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. 對于可能液化的貨物（A類貨物）來說，最重要的是需要提供證書證明裝貨時貨物含水率和適運含水量限制（TML）。規(guī)則規(guī)定TML的計算方法為流動水分點（FMP）數(shù)值的90%。FMP只能由實驗室分析貨物樣本來確定。任何貨物含水率超過TML就不能裝載（除非特殊構造/裝備特殊的船）。規(guī)則沒有對鎳礦進行明確歸類，但是鎳礦應被視為A類貨物。 |
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