LP 16/2023 Member Alert: Loading Nickel Ore in the Philippines

The risk of liquefaction of nickel ore from the Philippines increases during typhoon and rain seasons.

 Two entered vessels of the Association were reported to have experienced cargo liquefaction while en route to the discharge port in China after loading nickel ore from the Philippines, one at Surigao and the other at Dinagat. Both ships are now at anchor for emergency response procedures.

I. Preloading survey

Both shippers have provided declarations prior to loading evidencing that the moisture content (MC) does not exceed the Transportable Moisture Limit (TML) as required by the IMSBC Code. Preloading surveys were arranged for both ships. Samples were subjected to hand grasping and can tests and turned out to be acceptable. Unfortunately, signs of liquefaction were found despite these efforts.

II. Cargo liquefaction

It’s known that nickel ore is listed in the IMSBC Code as a Group A cargo that may liquefy when its moisture content exceeds the TML. Weather and sea conditions including winds and swells and the motion and vibration of the vessel may increase the moisture content and in turn result in liquefaction and shifting of the cargo. With loss of stability and constant listing of the vessel, it may capsize in a rather short period. According to expert opinions, for a supramax bulk carrier with five cargo holds, which is a commonly used type of vessel for carriage of nickel ores, shifting of cargo will be inevitable in strong wind and waves if liquefaction occurs in three or more holds.

III. Possible causes

The Association is still investigating the causes of liquefaction in the cargo holds of the two above-mentioned vessels. The weather may be a prevailing factor based on the information we have. Since cargo is often stockpiled and uncovered at the ports, the moisture content can increase significantly in the event of typhoons and strong rainfalls.

IV. Advice to Members

It should be noted that even if a preloading survey is arranged, the master and the chief officer of the ship should closely monitor the moisture content of cargo and not rely on the result of the survey. Each barge of cargo should be tested via dry method or can test and no cargo with moisture content exceeding the TML should be accepted on board. Assess the daily reports carefully and put forward questions if there are doubts.  The Association has issued several circulars relating to the safe carriage of nickel ore and would again take the opportunity to remind its Members of the dangers of shipping this type of cargo.

For more information, please contact Managers of the Association.