Bulk Carrier

Casualty Report
Years 2012 to 2021 and trends

www.intercargo.org | [email protected]

1
INTERNATIONAL ASSOCIATION
OF DRY CARGO SHIPOWNERS

4th Floor, 123 Minories,

London EC3N 1NT, U.K.

Phone: +44 (0)20 8106 8480

E-mail: [email protected]
Web Site: www.intercargo.org
Bulk Carrier
Casualty Report
Years 2012 to 2021 and trends
 Cover Photo: Βulk carrier
Stellar Banner aground with
starboard deck awash on
27 Feb 2020

Credits: Brazilian Navy

While this report has been developed using the best informa-
tion currently available, it is intended purely as guidance and is
to be used at the user’s own risk. No responsibility is accept-
ed by INTERCARGO or by any person, firm, corporation or or-
ganisation who or which has been in any way concerned with
the furnishing of information or data, the compilation, publica-
tion or authorised translation, supply or the sale of this report,
for the accuracy of any information or advice given herein or for
any omission here from or for any consequences whatsoever
resulting directly or indirectly from compliance with or adoption
of guidance contained herein.

© INTERCARGO 2022
Contents

8 Introduction
10 Summary

Analysis of total losses

for previous ten years 2012 to 2021
12 Losses by cause
13 Losses by bulk carrier size
13 Losses by age
14 Losses by average age
14 Losses by dwt
14 Loss of life
15 Flag state performance
16 Casualty list
21 Alphabetical list
22 INTERCARGO – Who we are
24 INTERCARGO – Membership
7
 Introduction

Between the years 2012 to 2021, 27 bulk carriers over 10,000 dwt have
been identified as total losses and 92 crew members have lost their
lives. The average age of bulk carriers lost was 19.6 years and in total
2.3 million dwt have been lost which equates to an average 230,000
dwt per year. Cargo liquefaction remains the greatest contributor to
loss of life and grounding remains the greatest cause of ship losses.

Liquefaction1
Of the five bulk carrier casualties which occurred as a consequence of cargo liq-
uefaction, four vessels carried nickel ore and one carried bauxite. They represented
18.5% of the total casualties in the past ten years. Those casualties led to the loss
of 70 seafarer lives, or 76.1% of the total loss of life.

The investigation reports for the five cargo liquefaction casualties are available for
download from the IMO at: https://gisis.imo.org/.

Preliminary review of the reports highlighted the following concerns:

• IMSBC Code requirements not being followed, especially in relation to testing

and certification of cargo condition. This should be the most important safety defence
and prevents the loading of non-compliant cargoes on ships.

• Lack of adequate assessment and monitoring of the condition of cargoes

being loaded in the cargo holds by representatives of all interests.

• Safe carriage of dry bulk cargoes and moisture related failure mechanisms
such as liquefaction and dynamic separation remain a major concern and high on the
dry bulk shipping agenda. Moisture related cargo failure (widely known as liquefac-
tion) continues to result in losses of ships and the lives of seafarers.

The lack of consolidated effort and commitment from all stakehold-

ers to resolve the problem is evident. These include shippers, re-
ceivers and port state authorities at loading and discharging ports.
Cargo liquefaction remains
the greatest contributor to This makes it imperative that the minimum obligations under the
IMSBC Code are properly fulfilled.
loss of life and concern of
the bulk carrier industry. 1 Liquefaction in this report is used to describe moisture related cargo failure
mechanisms such as liquefaction and dynamic separation. In previous editions of the
report these mechanisms were referred to as Cargo Shift/ Liquefaction however Car-
go Shift is now included as a separate category to cover incidents such as stowage
failure of unitised cargo and grain cargoes shifting.
Grounding
Grounding was the most common reported cause of bulk carrier losses from
2012 to 2021, with 13 casualties, representing 48.1% of total losses. The inves-
tigation reports available highlight that human error both operationally and in
navigation contributed to the majority of the 13 casualties.

The loss of the 2016-built very large ore carrier (VLOC) STELLAR BANNER while
carrying iron ore in February 2020 off the coast of Brazil, suggested that there
were serious issues related to the effectiveness of the Company’s navigation
and watchkeeping procedures among other considerations.

The grounding and the subsequent break-up of the 2007-built Newcastlemax

bulk carrier WAKASHIO was reportedly “most probably a result of ‘human fac-
tors’”. The most likely cause is that as the vessel passed five miles south of
Mauritius the crew was distracted by their search for a phone signal, communi-
cating with their families, and inadequate monitoring of the ECDIS. This incident
suggests inadequate ISM procedures and insufficient guidelines on performing
navigation in a safe manner.

Lessons learned
Learning lessons from incidents and casualties and sharing of experience have
proven to be effective approaches to raise safety awareness. It is vital to deepen
understanding and knowledge of existing rules, regulations and skills. However,
it appears that currently there is a significant delay between the time at which a
report, or an initial report is submitted by an accident investigating organisation
and when that information becomes publicly available.

Continued focus on safety awareness and safety measures helps to close gaps
in understanding and reduces the potential for similar casualties involving bulk
and ore carriers.

The bulk carrier industry should not be reluctant to make bold changes to ship
design in order to further improve the safety and survivability of dry bulk ves-
sels. 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.

February, 2022
9
 Summary

 27 bulk carriers (of over 10,000 dwt) have been identified as

total losses1 for the years 2012 to 2021.
Year 10k-34,999 dwt 35k-49,999 dwt 50k-59,999 dwt 60k-79,999 dwt 80k+ dwt Total
2012 1 0 1 0 1 3
2013 1 2 2 0 1 6
2014 1 1 0 0 0 2
2015 2 0 1 2 0 5
2016 0 1 0 0 2 3
2017 0 0 1 0 1 2
2018 0 0 1 0 0 1
2019 0 0 1 0 0 1
2020 0 0 0 0 2 2
2021 1 1 0 0 0 2
Total 6 5 7 2 7 27

Total losses - Bulk carriers by size2 and year

 Significant findings
• 10,000-34,999 dwt: Six bulk carriers were lost, representing
22.2% of the total.
• 35,000-49,999 dwt: Five bulk carriers were lost, representing
16.3% of the total, with one loss related to suspected cargo liq-
uefaction and the consequential loss of 15 lives.
• 50,000-59,999 dwt: Seven vessels were lost, representing
25.9% of the total, with the loss of 55 lives, accounting to 59.8%
of the total. Four of the casualties were related to suspected
cargo liquefaction.
• The lowest number of casualties was in the 60,000-79,999 dwt
range, representing 7.4% of the total.
• 80,000+ dwt: Losses of one Newcastlemax and one VLOC
(Wakashio and Stellar Banner) brought attention back to larger
bulk carrier safety: the seven losses, or 25.9% of the total 27
casualties reported cost 22 lives, or 23.9% of the total 90 lives
lost during the period.

1 This document provides information on casualty data related to bulk carriers above
10,000 dwt. INTERCARGO’s classification of ship casualties follows the same principles used in
IMO’s classification on GISIS. The assumed definitions of vessel sizes used in this report serve
its purposes for continuity and easier comparison with past reports.
2 These arbitrary size ranges are used for easy comparison with past reports.
  Analysis of causes by ship size

Casualties of 10,000-34,999 dwt bulk carriers

Casualties of 35,000-49,999 dwt bulk carriers Casualties of 50,000-59,999 dwt bulk carriers

Casualties of 60,000-79,999 dwt bulk carriers Casualties of 80,000+ dwt bulk carriers

11
 Analysis of total losses
for 2012 to 2021

 27 bulk carriers over 10,000 dwt have been identified as

lost, or on average four ships per year.
 92 crewmembers have lost their lives as consequence, or
on average nine lives lost per year.
 The average age of the bulk carriers lost was 19.6 years.
 Vessels amounting to a total of 2.30 million dwt have been
lost, which amounts to an average 230,000 dwt per year.

Losses by cause
Reported cause Losses of life Losses of ships Likely root cause Losses of ships
Cargo liquefaction 70 5 Cargo liquefaction 5
Cargo shift 0 1 Unknown 1
Human element 1
Fire/explosion 0 2
Unknown 1
Structural 1
Flooding 22 3
Unknown 2
Human element 10
Grounding 0 13 Navigation 2
Weather 1
Structural 0 1 Unknown 1
Weather 0 1 Unknown 1
Unknown 0 1 Unknown 1
TOTAL 92 27 27

• Cargo shift and liquefaction remain the greatest contributors to loss

of life, and groundings remain the greatest cause of ship losses.
• Significant loss of life has been attributed to cargo liquefaction,
with the five casualties (18.5% of the total) resulting in the high-
est loss of 70 lives or 76.1% of the total loss of life in the past ten
years.
• The most common reported cause of ship losses has been
grounding, with 13 losses or 48.1 % of total losses.
• Three casualties (11.1% of the total) were due to flooding and cost
22 lives, or a significant 23.9% of total lives lost.
• The average life loss per ship casualty was 3.41 during the ten-year pe-
riod between 2012 and 2021, compared to 3.56 during 2011 and 2020.
 Losses by bulk carrier size

32,4% Ship size

17,6% Ship size
10,000-34,999 dwt
80,000+ dwt

11,8% Ship size

60,000-79,999 dwt

20,6% Ship size 17,6% Ship size

50,000-59,999 dwt 35,000-49,999 dwt

Number of losses by age

13
 Average age of ships lost
Year 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Average age
20.7 20.0 28.5 16.8 19.7 16.5 26 18 9.5 26
(years)

Total losses (dwt)

Year 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Losses (dwt) 224,007 376,478 63,580 255,230 375,386 323,508 50,587 52,378 503,790 72,935

Loss of life
Year 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Loss of life 0 15 0 18 0 32 0 27 0 0
 Flag state performance - report of
investigation submitted to IMO’s GISIS
Lessons learnt from past incidents play an important role in deter-
mining where additional safety improvement is necessary. At the end
of Jan 2022, 20 of the 27 bulk carrier losses in this analysis have had
investigation reports made available on IMO’s GISIS (Global Inte-
grated Shipping Information System) database, representing 74.1%
of the total. The average time from incident to a report becoming
available on GISIS has been 27.5 months for these investigations, with
the shortest seven months and the longest 44 months.

The following analysis shows those casualties that have been reported
by flag states and appear on the the IMO GISIS database.

Flag No. of cases GISIS with reports Average months* GISIS without report
Australia 1 1 37 -
Bahamas 1 1 7 -
China 1 - - 1
Cyprus 2 1 42 1
Hong Kong, China 3 3 28.3 -
Indonesia 1 1 27 -
Korea 1 - - 1
Liberia 2 2 52.5 -
Malta 1 1 44 -
Marshall Islands 2 2 23 -
Mexico 1 1 38 -
Panama 11 7 16.9 4
Total 27 20 27.5 7

*Average number of months from the incident date to the date

of the reports shown with GISIS

15
 Casualty list
Between January 2012 and December 2021, 27 bulk carrier casu-
alties were identified as total losses and are listed in the following
pages of this report.

The Equasis website, IMO GISIS and other public sources were used
to compile the data contained within this report. Due to the limited
information available, it is likely that errors exist, and consequently
readers and users of this report seeking confirmation regarding the
accuracy and/or updates of the compiled data, are recommended
to contact the relevant shipowners and flag states.

2012
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
Hong Kong,
9309667 16-Aug-12 52289 2006 NK 0
China
Ocean Breeze Reported cause: Grounding (Likely root cause: failure to adopt safety measures) - dragged anchor
due to the storm and heavy sea and ran aground on a sandbank of the Llo-Lleo beach.
Investigation report on IMO GISIS: available on 2013.10.14 (14 months from incident date)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
8313075 23-Aug-12 24779 1985 Cyprus JRB 0
Thermopylae
Reported cause: Unknown (Likely root cause: unknown) - sank while in lay-up anchorage.
Sierra
Investigation report on IMO GISIS: No
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
8417637 28-Aug-12 146939 1986 Korea KR 0
Pacific Reported cause: Structural (Likely root cause: unknown) - broke in two in typhoon Bolaven on
Carrier Samchonpo anchorage, near Sacheon, South Korea.
Investigation report on IMO GISIS: No

2013
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
8103664 17-Feb-13 48891 1983 Panama RINA 15
Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - cargo liquefaction
Harita Bauxite caused the sinking of Harita Bauxite carrying 47,450 metric tons of nickel ore from Indonesia,
with the loss of 15 seafarer lives.
Investigation report on IMO GISIS: available on 2015.08.17 (30 months from incident date)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9110341 30-Mar-13 27209 1996 Liberia BV 0
Atlantik Reported cause: Fire/explosion (Likely root cause: unknown) - sank after suffering engine room
Confidence fire and taking on water during unmanned watch-keeping.
Investigation report on IMO GISIS: available on 2019.3.31 (72 months)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
8408521 05-May-13 39695 1984 Malta NK 0
Reported cause: Grounding (Likely root cause: navigation) - laden with 35,200 MT of cement
Rio Gold clinker, ran aground on hard rock off South East Preparis Island. Investigation report by
Transport Malta available at https://mti.gov.mt/en/Pages/Main%20en.aspx
Investigation report on IMO GISIS: available on 2017.01.27 (43 months)
2013 (continuing)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9071703 02-Jul-13 52580 1993 Panama RINA 0
Reported cause: Grounding (Likely root cause: human error) – ran aground on rocks of Saeng-Do
Fu Sheng Hai
(Island) off Yong of Busan and broken in two in way of No.4 cargo hold.
Investigation report on IMO GISIS: available on 2014.05.15 (10 months from incident date)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
Hong Kong,
9615468 14-Aug-13 56824 2012 BV 0
China
Trans Summer Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - due to nickel ore
liquefaction, Trans Summer capsized and sank carrying 57,000 tons of nickel ore from Indonesia.
Investigation report on IMO GISIS: available on 2015.11.30 (27 months)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9137959 19-Aug-13 151279 1996 Panama NK 0
Smart Reported cause: Grounding (Likely root cause: human error) - sank after running aground.
Investigation report on IMO GISIS: available on 2014.07.08 (11 months from incident date)

2014
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
8126135 19-Jan-14 21317 1982 Panama Intermarine 0
Reported cause: Flooding (Likely root cause: unknown) - sinking off of Guam from suffered leak
Rich Forest
and uncontrolled water ingress in the engine room; no life lost.
Investigation report on IMO GISIS: No
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
8902486 15-Mar-14 42263 1991 Panama ABS 0
Reported cause: Grounding (Likely root cause: seachest suction valve defective or not closed
John 1
properly) – suffered a power failure from flooding, drifted with wind and ran aground off Rose
Blanche, Canada. Her hull sustained tears, punctures, and dents.
Investigation report on IMO GISIS: available on 2016.6.27 (28 months)

2015
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9339947 02-Jan-15 56009 2006 Bahamas NK 18
Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - Bulk Jupiter
Bulk Jupiter sank and 18 crew lost with bauxite cargo onboard loaded in Kuantan, Malaysia, attributed to
liquefaction/dynamic separation of the cargo.
Investigation report on IMO GISIS: Available on 2015.8.18 (7 months from incident date)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9076404 11-Feb-15 27308 1994 Cyprus NK 0
Reported cause: Grounding (Likely root cause: human error) – driven ashore on Andros, Greece.
Goodfaith
All crew rescued. Equasis reports “In Casualty Or Repairing”.
Investigation report on IMO GISIS: available on 2018.08.09 (42 months)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9614804 08-Aug-15 30910 2013 China CCS 0
Reported cause: Grounding (Likely root cause: navigation) - hit a reef near Zhoushan while
Jiang Quan 6
trying to avoid a collision with a fishing vessel. Equasis reports “In Casualty Or Repairing”.
Investigation report on IMO GISIS: No

17
2015 (continuing)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9045912 24-Oct-15 71665 1993 Mexico ABS 0
Reported cause: Grounding (Likely root cause: weather) – being victim to the Hurricane
Los Llanitos Patricia which hit the Mexico’s Pacific coast, the ship ran aground on the rocks and sustained
considerable damage. The ship’s hull was cracked in the middle.
Investigation report on IMO GISIS: available on 2018.12.13 (37 months)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9003108 08-Mar-15 69338 1990 Panama LR 0
Reported cause: water ingress (Likely root cause: unknown) - took water forward and
Panamax Trader
subsequently sank in the red sea northwest of Djibouti.
Investigation report on IMO GISIS: No

2016
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9135688 29-Feb-16 161121 1997 Panama KRS 0
Suspected cause: Grounding and flooding (Likely root cause: human error) - Carrying 160,000
New Mykonos tons of coal from Richards Bay to Vizag, it ran aground near Faux Cap, Madagascar on 29 Feb and
broke in three parts and sank on 8 May 2016.
Investigation report on IMO GISIS: available on 2017.04.17 (15 months)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9138953 25-Feb-16 170082 1997 Panama NK 0
Suspected cause: Allision, grounding and flooding (Likely root cause: human error) - Carrying
iron ore cargo, it struck Canal bank and ran aground in Suez Canal with two pilots on board
New Katerina
while transiting in southern direction and sustained considerable damage in its fore part with
water ingress.
Investigation report on IMO GISIS: available on 2017.04.18 (14 months)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9172961 30-Jul-16 44183 1998 Liberia BV 0
Suspected cause: Grounding (Likely root cause: human error) - not carrying any cargo, it ran
Benita aground off Mahebourg on 17 Jun and sank under tow on 30 Jul approximately 93.5 nautical miles
from Mauritius.
Investigation report on IMO GISIS: available on 2019.04.22 (33 months)

2017
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
Marshall
9038725 31-Mar-17 266141 1993 KR 22
Islands
Reported cause: Flooding (Likely root cause: catastrophic structural failure) - The vessel,
Stellar Daisy
loaded with a cargo of iron ore from Brazil, sank in South Atlantic shortly after issuing a
distress signal. Two crew members were rescued with 22 missing.
Investigation report on IMO GISIS: available on 2019.4.20 (25 months)
Incident
Name IMO No. Deadweight Built Flag Class loss of life
Date
Hong Kong,
9449261 13-Oct-17 57367 2010 DNV GL 10
China
Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - loaded with nickel
ore cargo from Buli, Indonesia, cargo liquefaction and shifting occurred onboard Emerald Star
Emerald Star
causing the vessel heavily listed and finally capsized and sank approximately in position
19°03’N, 124°52’E at about 0140 hours on 13 October 2017. 16 crew members were rescued with 10
crew members missing.
Investigation report on IMO GISIS: available on 2021.06.02 (44 months)
2018
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9047740 18-Jun-18 50587 1993 Australia DNV GL 0
Reported cause: Fire (Likely root cause: human element) - during cargo discharge operations while
alongside at Port Kembla, a fire broke out in the internal cargo handling spaces and eventually
extinguished about 5 days after it started. The self-unloading (SUL) bulk carrier sustained
Iron Chieftain
substantial structural damage, including breaches of two fuel oil tanks, and key components of
the SUL system were largely destroyed. The ship was declared a constructive total loss. The ship’s
crew were evacuated. There were no serious injuries or pollution of the sea reported.
Investigation report on IMO GISIS: available on 2021.7.29 (37 months)

2019
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9245237 20-Aug-19 52378 2002* Indonesia NK 27
Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - carrying nickel
ore from Weda island (North Maluku) to Morosi (southeast Sulawesi), Indonesia, Bulk carrier Nur
Allya disappeared near Buru Island in Maluku on 20 Aug 2019, with all the 27 seafarers onboard
drowned. Authorities located the missing bulk carrier Nur Allya – 843 meters beneath the ocean,
Nur Allya
in the eastern ‘spice islands’ of Maluku in Oct 2019.
Investigation report on IMO GISIS: available on 2021.11.12 (27 months) (Note: some sections in
English and some in Bahasa Indonesia)
Note*. The Certificate of Nationality states that her YOB is 2001, while both Equasis and her
class Certificates state 2002 as the YOB.

2020
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
Marshall
9726803 24-Feb-20 300660 2016 KR 0
Islands
Reported cause: Grounding (Likely root cause: human element) – VLOC Stellar Banner ran aground
off the coast of Brazil earlier on 24 Feb 2020 while carrying iron ore. All 20 crew members
Stellar Banner were evacuated. The ship was refloated on June 3 after 145,000 metric tons of iron ore and
3,900 cubic meters of bunker fuel were lightered. Due to the extent of hull damage suffered as
a result of the incident, the ship was declared a total constructive loss on 4 June 2020 and
scuttled about 150 kilometers from the coast of Maranhão on June 12, 2020.
Investigation report on IMO GISIS: available on 2021.11.12 (21 months)
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9337119 25-Jul-20 203130 2007 Panama NK 0
Reported cause: Grounding (Likely root cause: human element) - on the day of grounding on a reef
off Mauritius (July 25), she tried to reduce the distance from the coast from 5 nautical miles
Wakashio to 2 nautical miles to enter an area within the communication range of mobile phones and used a
nautical chart without sufficient scale to confirm the accurate distance from the coast and water
depth; broke in two on 12 Aug; more than 1,000 tonnes of fuel seeped from a crack in the hull.
Investigation report on IMO GISIS: available on 2021.7.21 (12 months)

19
2021
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
Isthmus
8401793 13-Jan-21 23386 1984 Panama Bureau of 0
Shipping
Yong Feng Reported cause: Cargo shift (Likely root cause: unknown) - Yong Feng, carrying a cargo of timber,
listed sharply when the cargo shifted, took on water, capsized and sank in the Philippine Sea on
13 Jan 2021. All 22 crewmembers were rescued.
Investigation report on IMO GISIS: No.
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
9370783 12-Aug-21 49549 2008 Panama NK 0
Reported cause: Grounding (Likely root cause: weather) – Woodchip carrier Crimson Polaris,
carrying a cargo of timber, was swept away by a strong wind while anchored and ran aground
Crimson
in heavy weather off the port of Hachinohe in northern Japan on 11 August and broke up
Polaris
on 12 August 2021. Oil was found leaking from the cracked rear part of the ship. All 21
crewmembers were rescued.
Investigation report on IMO GISIS: No
Alphabetical list
Name IMO No. Incident Date Deadweight Built Flag Class Loss of life
Atlantik Confidence 9110341 30-Mar-13 27209 1996 Liberia BV 0
Benita 9172961 30-Jul-16 44183 1998 Liberia BV 0
Bulk Jupiter 9339947 02-Jan-15 56009 2006 Bahamas NK 18
Crimson Polaris 9370783 12-Aug-21 49549 2008 Panama NK 0
Emerald Star 9449261 13-Oct-17 57367 2010 Hong Kong, China DNV GL 10
Fu Sheng Hai 9071703 02-Jul-13 52580 1993 Panama RINA 0
Goodfaith 9076404 11-Feb-15 27308 1994 Cyprus NK 0
Harita Bauxite 8103664 17-Feb-13 48891 1983 Panama RINA 15
Iron Chieftain 9047740 18-Jun-18 50587 1993 Australia DNV GL 0
Jiang Quan 6 9614804 08-Aug-15 30910 2013 China CCS 0
John 1 8902486 15-Mar-14 42263 1991 Panama ABS 0
Los Llanitos 9045912 24-Oct-15 71665 1993 Mexico ABS 0
New Katerina 9138953 25-Feb-16 170082 1997 Panama NK 0
New Mykonos 9135688 29-Feb-16 161121 1997 Panama KRS 0
Nur Allya 9245237 20-Aug-19 52378 2002 Indonesia NK 27
Ocean Breeze 9309667 16-Aug-12 52289 2006 Hong Kong NK 0
Pacific Carrier 8417637 28-Aug-12 146939 1986 Korea KR 0
Panama Trader 9003108 08-Mar-15 69338 1990 Panama LR 0
Rich Forest 8126135 19-Jan-14 21317 1982 Panama Intermarine 0
Rio Gold 8408521 05-May-13 39695 1984 Malta NK 0
Smart 9137959 19-Aug-13 151279 1996 Panama NK 0
Stellar Banner 9726803 24-Feb-20 300660 2016 Marshall Islands KR 0
Stellar Daisy 9038725 31-Mar-17 266141 1993 Marshall Islands KR 22
Thermopylae Sierra 8313075 23-Aug-12 24779 1985 Cyprus JRB 0
Trans Summer 9615468 14-Aug-13 56824 2012 Hong Kong BV 0
Wakashio 9337119 25-Jul-20 203130 2007 Panama NK 0
Yong Feng 8401793 13-Jan-21 23386 1984 Panama Isthmus 0
Bureau of
Shipping
Name IMO No. Incident Date Deadweight Built Flag Class Loss of life

21
 INTERCARGO
– Who we are

Uniting and Promoting

Quality Dry Bulk Shipping
The International Association of Dry Cargo Shipowners (INTER-
CARGO) unites and promotes quality dry bulk shipping, bringing
together more than 220 forward thinking companies from about
30 countries. INTERCARGO convened for the first time in 1980 in
London and has been participating with consultative status at the
International Maritime Organization (IMO) since 1993.

Our Association provides the forum where dry bulk shipowners,

managers and operators are informed about, discuss and share
concerns on key topics and regulatory challenges, especially in re-
lation to safety, the environment and oper-
ational excellence. The Association takes
INTERCARGO is committed to safe- forward its Members’ positions to IMO, as
ty and quality in ship operations, well as to other shipping and international in-
with a focus on operational effi- dustry fora, having free and fair competition
as a principle. INTERCARGO is committed to
ciency and the protection of the safety and quality in ship operations, with a
marine environment focus on operational efficiency and the pro-
tection of the marine environment.
Industry Topics
Although a number of topics on INTERCARGO’s agenda are of broader
concern to international shipping as a whole, the role of INTERCARGO
is to view them from the angle of dry bulk shipping, bringing forward
solutions that correspond to the special characteristics of the sector.

INTERCARGO’s participation in international fora, industry working

and correspondence groups and its consultative status at IMO delib-
erations enable members to gain access to cross-industry sources of
knowledge and engage in drafting strategy for both the dry bulk and
the wider shipping industry.

Members can use INTERCARGO as an information and experi-

ence-sharing hub across all of the topics in its work programme. On
an ongoing basis, they also use INTERCARGO’s internal reporting on
specific operational aspects to assess problems related to terminals
and loading/unloading at anchorage.

INTERCARGO’s activities are also directed towards challenges and

issues of interest to its membership that go beyond specific items of
its work programme, such as the development of a quality self-as-
sessment scheme for the dry bulk sector.

INTERCARGO’s work programme is outlined below and can be

referred to at www.intercargo.org/2022-monthly-updates-of-secre-
tariat-activities/

SAFETY – SECURITY ENVIRONMENT – QUALITY REGULATION

Cargoes, ‘Liquefaction’ Ballast Water International Maritime Organisa-
tion (IMO)
Design & Construction, Machin- Coatings
ery & Operations Other Legislation
Emissions
Class & Statutory Rules Miscellaneous Issues
Green House Gas - CO2
Cargo Gear emissions
Hatch Covers Sulphur Cap, SOx and Partic-
ulate Matter (PM) emissions
Loading Rates
Other emissions (NOx,
Incidents & Casualties
Black Carbon)
Life Saving
Ports & Terminals
Piracy
Reception Facilities
Cyber Risks
Port State Control
& Transparency
Corruption, Criminalisation
Training, Manpower & Human
Element

23
 INTERCARGO
– Membership

There are three categories of membership within INTERCARGO

Full, Associate and Consociate:

Full Consociate Associate

Member Member Member

Any company that owns, operates Any company that owns, operates Any entity that provides goods or
or manages dry bulk carriers of or manages dry bulk carriers below services to the dry cargo shipping
10,000 dwt and above. 10,000 dwt. industry.

GBP 4,500 for 1 to 5 ships and GBP Half the fees that would be paid as GBP 1,250.
350 for each additional ship up to a a Full Member.
capped maximum of GBP 21,000.

• Being part of an Association dedicated to quality, safety and the

Benefits to environment.

All Members • Unique access to INTERCARGO circulars with expert insight into the
dry bulk shipping industry.

• Opportunities to meet fellow Members at the Association’s meetings in

Europe and Asia.

• Special invitations/discounted access to industry events. For

more information, please visit www.intercargo.org/news/category/
member-news.

• A free hard copy of the latest Bulk Carrier Benchmarking report

is offered to each member. For information on publications, please visit
www.intercargo.org/news/publications.

• Advertising opportunities in some of the Association’s publications and

on its website at reduced rates. Please visit www.intercargo.org/advertis-
ing-intercargo-website.

• Opportunities to present at the Association’s events

(subject to invitation).

• Special access to the Association’s website: www.intercargo.org

(some sections are reserved for Full Members).
Benefits to • Companies and ships registered with INTERCARGO arguably enjoy
a badge of quality widely recognised by the industry as a marker of
Full Members excellence. Along with a Company Certificate and the right to use the
INTERCARGO membership logo, a Vessel Certificate is provided
for each registered vessel. Entered ships are tagged on Equasis as
registered with INTERCARGO. Vessel membership with INTERCARGO is
Visit intercargo.org/ displayed on the vessel dashboard of the RightShip Safety Score.
join for all the available
• INTERCARGO and RightShip are founding partners of DryBMS, a quality
info regarding the ben-
standard for the dry bulk sector. Safety, environmental and operational
efits of Membership excellence are promoted through company self-assessment. Please visit:
for Full Members. www.intercargo.com/drybms.org/

• Members are invited to appoint a representative to INTERCARGO’s

Executive Committee and are eligible to put forward a representative to
the Technical Committee (conditions apply). Details can be found in our
Constitution under ‘Management’ at www.intercargo.org/constitution/

• The Association is represented at the International Maritime

Organization (IMO), the Round Table of Shipping Associations (joining
BIMCO, ICS and Intertanko on important cross-industry matters), the
Tripartite Forum and other international shipping fora, and regularly
engages with the International Association of Classification Societies
(IACS) and RightShip on critical issues.

• Members are invited to INTERCARGO hosted events (two semi-annual

Committee meetings, seminars, etc). Please visit www.intercargo.org/
about/meetings for more information.

• For INTERCARGO’s feedback and reporting schemes, please see

www.intercargo.org/members-reporting-surveys.

• Regular circulars provide timely, detailed information either following

IMO meetings or on ongoing issues, such as cargoes, piracy, port,
terminal and anchorage feedback, cybersecurity, etc.

• Experience sharing/(anonymous) consultation within the membership,

when appropriate on reported issues of concern (cargoes, ports, etc) in
order to provide informed feedback.

• Full access to the Association’s website www.intercargo.org

25
 Designed by B2SEA Media Relations

INTERNATIONAL ASSOCIATION
OF DRY CARGO SHIPOWNERS

4th Floor, 123 Minories,

London EC3N 1NT, U.K.

Phone: +44 (0)20 8106 8480

E-mail: [email protected]
Web Site: www.intercargo.org
You may follow INTERCARGO on LinkedIn at
linkedin.com/company/intercargo

Contact Us
4th Floor, 123 Minories, London EC3N 1NT, U.K.
Phone: +44 (0)20 8106 8480
Email: [email protected]
Years 2012 to 2021 and trends