Liquefaction Kills

The ‘Bulk Jupiter’ sank in the South China Sea in 2015 when carrying bauxite. The incident resulted in the loss of 18 crew members. This was the first time a vessel is thought to have capsized due to the liquefaction of bauxite cargo.

Bauxite is described as a Group C cargo in the International Maritime Solid Bulk Cargoes (IMSBC) Code. This means that it should not liquefy or present a chemical hazard to ships. But a recent report by the Bahamas Maritime Authority (BMA) found it probable that liquefaction, or a free surface effect, led to the loss of the ship.

IMO Circular

The BMA report led to an International Maritime Organisation (IMO) circular on bauxite. The IMO circular contains advice to Masters on when bauxite may be dangerous to load:

…the master should not accept this cargo for loading unless:

• the moisture content of the cargo indicated in the certificate is less than the indicative moisture limit of 10% and the particle size distribution as is detailed in the individual schedule for BAUXITE in the IMSBC Code; or CCC.1/Circ.
• the cargo is declared as Group A and the shipper declares the TML and moisture content in accordance with paragraph 4.3.1 of the IMSBC Code; or
• the competent authority has assessed the cargo and determines that the particular cargo does not present Group A properties. Such assessments shall be provided by the shipper to the master as required by paragraph 1.2.1 of the IMSBC Code.
• if the master has reason to doubt that the cargo being loaded is consistent with the shipper’s declaration then the master should stop loading and have the shipper verify the properties of the cargo. If necessary, advice should be sought from the competent authority of the country of loading; and
• if the cargo is declared as Group A, the master should refer to section 7 of the IMSBC Code, which warns about cargoes that may liquefy.  

Group C or Group A?

Bauxite is an example of an IMSBC Code Group C cargo that has displayed Group A properties. There are others such as iron ore fines, chromite ore, fluorspar, manganese ore, coal and barytes. Experience has shown that all of these cargoes may at times have Group A properties and at other times be Group C. Sometimes this double property is recognised in the code and sometimes it’s not.

An Issue of Trust

These grey areas cause problems and the question arises “can a Master trust the Code?”

The answer to this question is “YES!”. Master’s should trust the code, however it may not be prudent to believe that what the code says is always correct.

The code is a vital tool for managing cargo risk. Its use has ensured that many millions of bulk cargoes have been, and will continue to be, loaded and carried safely. Its use also minimises delays and disputes.

But at the same time Masters and crews must recognise that the code is not perfect.

A Snapshot in Time

The code is a snapshot in time. Its schedules reflect what is known about a cargo at a point in time. It may be based on outdated research or on cargo sourced from just one mine. When something changes, production methods or a cargo source, the properties of the cargo can change. Cargo listed as Group C may sometimes be Group A, or even Group B. New cargoes may not be listed.

The process for listing or changing a schedule at IMO can take a long time. It requires evidence based on research and experience. Even where problems occur it can take years for the code to change. Good examples of this are nickel ore which was absent from the code, and iron ore fines which was carried under the iron ore schedule, for many years.

Knowledge is Key and Vigilance is Vital

The IMSBC code recognises that it may not be perfect at section 1.2 and the code allows for change. These changes take time. Meanwhile vessels will load cargo which may be absent from the code or which may not be fully described.

To avoid loading dangerous cargo, Masters and officers should have enough knowledge of the IMSBC Code and of problematic cargoes, to keep their ship safe. Vigilance before, during and after loading is vital in ensuring a safe voyage.

Remember when loading bulk cargo:

Knowledge + Vigilance = Safety

Knowledge at North

North insures lots of bulk carriers and assists with many problems. This breadth of experience is used to produce publications and advice for our Members and their crews.

We have been particularly concerned with liquefaction for many years and have produced many Signals articles, industry news items and loss prevention briefings on the subject. Using these resources to increase your knowledge will help you to be vigilant and to keep your ship safe.

To access this advice please visit our website: www.nepia.com/lp-publications