Bulk carrier safety — still room for improvement

This year, INTERCARGO continues to focus on safety with work being carried out to complete its influential annual Casualty Report. The findings have been promising, says Ed Wroe,Technical Manager at the Association: “The statistics of ship losses and seafarer fatalities suggest that the safety performance of the bulk carrier industry continues to head in the right direction, and we are pleased to see a clear trend of improvement.”

There is no room for complacency, however, he adds, “and there are still gaps for further enhancement on measures including cargo safety and safe navigation to avoid cargo liquefaction and ship grounding. One life lost is too many.”

Cargo shift and liquefaction remain the greatest contributors to loss of life associated with bulk carrier losses, and groundings remain the greatest causes of ship losses. Sadly 104 crew members lost their lives over the last ten years and 26 bulk carriers of over 10,000 deadweight (dwt) were reported lost.

“It can come as no surprise to the industry that five of these casualties occurred as a result of cargo liquefaction, with four vessels loaded with nickel ore and one with bauxite,” says Wroe. “Losses due to liquefaction are often rapid and deadly for those on board. Liquefaction represents less than one fifth (19.2%) of the total casualties in the past ten years but has led to the loss of 70 seafarer lives, or nearly 70% of the total loss of life.”

INTERCARGO has previously spoken about the lack of joined up thinking on this issue. “Shipowners, operators and seafarers are well aware of the devastating consequences of cargo liquefaction, but we need a consolidated effort and commitment from shippers, receivers and port state authorities at loading and discharging ports,” says Wroe. “We all know the dangers of loading these cargoes during a wet season and we must be resistant to commercial pressures. Often the cargo properties do not match those in the shipper’s information that has been provided to the vessel thus increasing the risk of cargo failure. “We need action from those our industry relies upon for its safety – the IMO, legislators, and suppliers to ensure that the minimum obligations under the IMSBC Code are properly fulfilled,” says Wroe.

A new revision of the International Maritime Solid Bulk Cargoes (IMSBC) Code will enter into force on 1 December 2023. Inclusion of the term ‘dynamic separation’ is expected to build another defence against moisture related cargo failure mechanisms, which can cause cargo and subsequently vessel instability. Group A cargoes under the amended IMSBC Code consist of cargoes which possess a hazard due to excessive moisture that may result in liquefaction or dynamic separation if shipped at a moisture content in excess of their transportable moisture limit.

The most common reported cause of ship losses continues to be grounding, accounting for nearly half of all losses (46.2%). Unlike liquefaction, the causes vary.

A number of cases suggest problems with the equipment, such as the John 1, where the investigation found that a severe leak was caused by a failure of the suction valve in way of the lower sea chest, and consequently, flooding occurred. The Rio Gold case in 2013 showed that a decision to stop en-route to allow the engineers to repair suspected main engine problems may have triggered the sequence of actions leading to the grounding of the ship.

“We are still awaiting results of the investigation into the very recent loss of the Xing Shun No. 1 which sank in rough seas last year as a consequence of losing power,” says Wroe.

During the years 2013 to 2022, 26 bulk carriers over 10,000dwt were identified as total losses. The average age of the vessels lost was 18.3 years and in total 2.1m dwt has been lost which equates to an average 212,000dwt per year. The data does, however, show that loss prevention efforts within the industry are bearing fruit, and that over the last 29 years there has been a significant reduction in both the number of lives lost and vessels lost. Significant improvements in ship safety have led to

Wroe, Technical Manager, INTERCARGO.

incremental improvements to date where 2013–2022 saw an annual average of 2.6 ships lost and 10.4 lives lost versus an annual average of 10.5 and 52 respectively during the period 1994–2003.

Ed Wroe is clear as to the next steps: “Learning lessons from incidents and casualties and sharing of experience have proven to be effective to raise safety awareness. In addition to timely and accurate investigation reports, it is vital for all stakeholders to deepen their understanding and knowledge of existing rules, regulations and associated requirements,” he says.

“Flag state reports of casualties must question and strive to alter existing SOLAS, MARPOL, LOADLINE, IMSBC Codes and conventions if crew lives are to be saved.”

The INTERCARGO Bulk Carrier Casualty Report 2013-2022 will be published shortly, and will be available to be viewed free of charge on the INTERCARGO website.