94016 Cargo Shift, Wet Zinc

Bulk Carriage of Zinc Concentrate
-North Africa.
- Report No. 94016.

Time and again, unsafe practices have been followed in various ports which threatens the safety of life at sea. In this incident, had the officers and crew not been alert and quick, it could have had very serious implications.

The vessel was berthed alongside ready to load 5000 tonnes of Zinc Concentrate. As the cargo was piled up on the jetty, the Master had a look at it and asked the shipper's agent for cargo information and certificates stating moisture content (MC), transportable moisture limit (TML) and flow moisture point (FMP). The agent said that none of the vessels loading that cargo in that port asked for certificates and so he could not provide one. As the vessel had loaded the same cargo previously, the loading commenced. To our surprise, all three conveyor belt loaders stopped working as the cargo seemed quite wet. Due to the rainy season, we had to close the hatch with the onset of rain, but surprisingly the cargo lying on the jetty was absorbing all the rain water without being covered by a tarpaulin.

Although the Master was not very happy with the wet cargo, he was told persistently that there was no danger in loading the cargo, as it was safe. We had to use the ship's crane to load the rest of the cargo. After completion, the Master insisted on writing remarks on the Bill of Lading, but numerous telephone calls from top bosses and plenty of pleading from agent assuring safety of cargo prevented the remarks. Finally, remarks were put on the Mate's Receipt, which for some reason was missing from the envelope of documents given to the Master just before sailing. Even a Note of Protest was filed which was not signed by the shipper or his agent.

We sailed at 2300 that night with moderate seas and a heavy swell. Everything seemed to be normal until 1900 the next day, when it was noticed that the vessel was developing a starboard list. Being on watch, I checked up with the engine room about any ballasting being conducted but got a negative reply. Within five minutes the vessel had developed a 100 starboard list. The Master was informed and the crew alerted, but with each roll the list increased and soon reached 200 to starboard. With an alert and disciplined crew we managed to control the list with ballasting. I went down, taking all precautions, to check the hold and it was a sorry sight to see the cargo of Zinc Concentrate turned into a liquid state. Since the vessel had only one hold, running fore and aft, the Master reduced speed and altered course to head for the nearest suitable port of refuge. We sent out a PAN message and were lucky to be escorted in to port by an American liner.

Once in port, and after much discussion with the shipper and surveyors, more than half of the worst cargo was discharged. From our sources we came to know that the shipper had loaded the cargo which was in excess of the Transportable Moisture Limit, and they had full knowledge about it. This shows how irresponsible these people can be who can put the vessel and the lives of people and the cargo in danger.

The Master insisted on taking independent tests of the cargo. Samples were taken and a Certificate of Draft survey with mention of MC was given. We were unable to convince the shippers and surveyors that MC alone is useless, unless we are given TML and FMP so that we can compare the safe limits. Anyway, after about 15 days stay we had to sail back to the original port to load the balance of cargo.

The second time around the cargo looked quite good and comparatively dry but the Master did not start loading until we got confirmation that information and certificates stating all limits would be given to the vessel that very day. This resulted in the vessel waiting 2 days for the certificates to be processed. Finally, after refusing to sail out of harbour, the shippers gave the vessel the required certificates. I must say that we were very careful on that second sailing as we had lost trust in the people responsible for the shipment. There is still one thing beyond my comprehension and that is why shippers run away from all responsibility and blame the Master of the vessel for everything.

If the Master is told to take his ship to a port like that to load Zinc Concentrate, which he has never seen or loaded before, how on earth can he decide whether the cargo is safe to load without being given the information and certificates from shippers. So in the interest of safety of life and cargo at sea, I would request that the concerned authorities like IMO lay down compulsory rules for shippers to provide required information and certificates, without which the vessel would be unable to sail. This will help the shipper provide a safe cargo and help the Master and the vessel encountering any future disasters.

Is this an isolated incident? Please let me know if these practices are continuing or if undue pressure is being applied to complete loading any type of cargo quickly and, in doing so, compromise safe working practices. Bulk loading should improve as the "authorities" have taken some action. From the 1st January 1994 it is a requirement to provide the appropriate certificates as is shown in the following extracts from the Nautical Institute's recent publication, Bulk Carrier Practice.

Declaration by shipper

The declaration by shipper is made in compliance with the recommendations of the Code of Safe Working Practice for Solid Bulk Cargoes IMO 1991 (BC Code) and states that before loading the shipper or his appointed agent should provide to the master details, as appropriate, of any bulk cargo in order that any safety precautions that may be necessary can be put into effect. The layout of the declaration and the information it contains will vary with the commodity and with the shipper, but it is becoming increasingly standardised in some trades.

The information which the declaration contains is necessary for the safe planning and supervision of the loading of the cargo and is a SOLAS requirement from 1st January 1994. The master should, if necessary, demand the declaration in writing and insist on being provided with it before commencement of loading. The information contained in the declaration will help the master to make decision such as whether it is necessary to trim the cargo reasonably level to the boundaries of the cargo space and whether cargo work should be stopped and the hatches should be closed during periods of rain.

The master or his representative should sign for receipt of the declaration, and should when planning, loading, carrying and discharging the cargo take account of the information provided. The master and the shipper will each retain a copy of the declaration.

Certificate of transportable moisture limits

The transportable moisture limit of a cargo which may liquefy is the maximum safe moisture content of the cargo when carried in a conventional bulk carrier. In practice this figure is normally included in the declaration by shipper.
Certificate of moisture content

The moisture content of a sample of cargo is the quantity of water, ice or other liquid which the sample contains, expressed as a percentage of the total wet mass of that sample. In practice, this figure is normally included in the declaration by shipper. If the moisture content is higher than the transportable moisture limit, the cargo may liquefy and cause the ship to become unstable. In these circumstances the cargo cannot be carried safely.

Complete reliance should not be placed upon the certified value of moisture content. As mistakes in providing the figure can be made and cargo can be wetted by heavy rain whilst stored in the open or during loading, the moisture content of the cargo should be monitored. If there is any reason to fear that it may be close to the transportable moisture limit, the moisture content should be checked using one of the methods described in the BC Code. Particular care should be taken when the climate is moist and when temperatures are below zero.