Members are referred to the Association's previous advisory on the carriage of sand cargoes from Cambodia. The Association would now like to advise further as follows. There has been a recent marked increase in demand of this cargo in particular at Singapore, and reportedly more than 200 ships loaded this cargo in past two years at Cambodian ports. In a recent matter the master of the vessel complained of the cargo being laden with excessive water / moisture. The Association appointed a surveyor to investigate the matter, but due to limited local resources the closest suitable Surveyor was located in Thailand and there was some noteworthy travel time involved given the location of some load locations in Cambodia. In some locations the cargo is dredged with cranes from river and sea areas and then barged into lighters which are then sent to vessels for delivering cargo. The cargo is generally of very low value and the Association's concern was the safety of the vessel rather any shortage due to excessive water content. The Shippers had declared the cargo as being Group C under the IMSBC Code, i.e. it was neither prone to liquefaction nor was it one which came with chemically hazardous properties. These declarations appear to be based on the specific schedule for SAND in the IMSBC Code. This schedule is intended for five specific named grades of industrial sand (foundry sand, potassium feldspar sand, quartz sand, silica sand and soda feldspar sand) and refers to a need to keep the cargo as dry as practicable. This indicates that the schedule is not intended for, and may not be appropriate for, the carriage of wet dredged sand deposits for use in land reclamation. The schedule for SAND in the current version of the IMSBC Code remains unchanged from the 2004 BC Code. At the time, the regulatory approach was that sandy cargoes that may liquefy when wet were nevertheless classed as Group C if in shipping practice they are expected to be loaded very dry, without significan