Bulk

Years 2014 to 2023

and trends

Carrier
Casualty
Report

www.intercargo.org | info@intercargo.org
 Bulk Carrier
Casualty Report
Years 2014 to 2023 and trends

INTERNATIONAL ASSOCIATION
OF DRY CARGO SHIPOWNERS

4th Floor, 123 Minories,

London EC3N 1NT, U.K.

Phone: +44 (0)20 8106 8480

E-mail: info@intercargo.org
Website: www.intercargo.org

3
 Contents
8 Introduction
12 Summary

Analysis of total losses

for previous ten years 2014 to 2023
14 Losses by cause
15 Safety performance of bulk carriers
17 Losses by bulk carrier size
17 Losses by age
18 Losses by dwt
18 Losses by average age
18 Loss of life
19 Flag state performance
20 Casualty list
25 Alphabetical list

26 INTERCARGO – Who we are

28 INTERCARGO – Membership

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 ac-
cepted by INTERCARGO or by any person, firm, corporation
or organisation who or which has been in any way concerned
with the furnishing of information or data, the compilation,
publication 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 consequenc-
es whatsoever resulting directly or indirectly from compliance
with or adoption of guidance contained herein.

© INTERCARGO 2024 Cover Photo: RosMorRechFlot

4 5
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6
 INTRODUCTION
INTERCARGO’s annual Bulk Carrier Casualty Report examines the Initial analysis of the statistics in the Report 2024 reveals some
safety performance of bulk carriers over a rolling 10 year period in potential safety gaps, such as:
order to identify risks and improve safety for seafarers and of vessel • Cargo liquefaction remains the greatest contributor
operation. The new edition of the Bulk Carrier Casualty Report 2024 to loss of life, accounting for 55 lives or 61.8% of the
reveals that between 2014 and 2023, 21 bulk carriers of more than total loss of life over the past ten years.
10,000 deadweight tonnes (dwt) were reported lost, with the tragic • Groundings remain the greatest cause of ship
loss of 89 seafarers’ lives. losses, with nine losses or 42.9% of the total.

However, examining the trends over the past 10 years it is clear there Bulk carrier safety must never be overlooked. We must continue to
is a trend of improving safety and declining ship losses between 2014 remind ourselves of how INTERCARGO’s work has contributed to
and 2023. In 2023 there was only one total loss of a dry bulk vessel significant improvements in safety, moving us away from the ‘dark
and no loss of life. days’ of the past, where significant losses of lives and ships occurred.
As shown in the graph below, from 1990 to 2000, our sector was
As the trends illustrate below, the average number of ships lost between losing between 5 and 26 bulk carriers per year, resulting in the tragic
1990 and 2023 within the bulk carrier industry continues to go down, loss of 23 to 186 seafarers respectively.
showing positive signs of improvement in safety performance. These
statistics and trends can also be set against a backdrop of a significant Since then, safety performance in the sector has steadily improved.
growth in the global bulk carrier fleet 2014-2023. Over the past decade This is an impressive achievement especially when considering the
the bulk carrier fleet has grown from 10,000 vessels in 2013 to almost considerable rise in the number of bulk carriers in the world fleet
12,200 by Jan 2024. Today’s bulk fleet represents more than 40% of during this period.
world tonnage.

200 200

180 180

160 160

140 140

120 120

100 100

80 80

60 60

40 40

20 20

0 0
Year 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 Year 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
No. of ship No. of ship
20 26 17 8 14 5 14 11 27 14 19 4 5 4 5 6 7 8 4 9 7 13 3 9 2 5 3 2 1 1 2 2 2 1
losses losses
No. of life No. of life
46 186 30 78 106 57 50 80 87 43 23 64 4 0 13 8 37 39 15 39 44 38 0 25 0 18 0 32 0 27 9 0 12 0
losses losses

8 9
 Enhancement of safety awareness of the people onboard and ashore is a SOLAS – PSPC
priority to reduce and remove safety gaps. Reviewing the past decade, a • December 2008 – MSC 82 adopted Performance Standard for Protective
significant contributing factor to the safety performance of bulk carriers is the Coatings for dedicated seawater ballast tanks in all types of ships and
development and implementation of new international rules and regulations and, double-side skin spaces of bulk carriers
as a Non-Governmental Organisation (NGO) within the International Maritime • December 2008 – MSC 82 also adopted amendments to SOLAS regulations
Organization (IMO), INTERCARGO has played its part in the development of II-1 Regulation 3-2 Protective coatings of dedicated seawater ballast tanks in
this legislation. The application of new technology to improve ship design and all types of ships and double-side skin spaces of bulk carriers thus making
building and the introduction of new materials has also played its part. above standard mandatory.

The casualty data in this report confirms the right direction of the following PSC
milestone developments: • November 1991 - adoption of resolution A.682(17) on regional co-operation
in the control of ships and discharges raised the standard of the Port State
SOLAS - Additional Safety Measures Control (PSC) inspection.
• July 1999 - new SOLAS chapter XII Additional Safety Measures for Bulk
Carriers. IACS -URs
• 1997 - UR S1A “Additional Requirements for Loading Conditions, Loading
Common Structural Rules including related SOLAS requirements Manuals and Loading Instruments for Bulk Carriers, Ore Carriers and
• December 2005 – IACS adopts Common Structural Rules for Double Combination Carriers”
Hull Oil Tankers (CSR-OT) and Common Structural Rules for Bulk • 1997 - UR S18 Evaluation of Scantlings of Corrugated Transverse Watertight
Carriers (CSR-BC) Bulkheads in Non-CSR Bulk Carriers Considering Hold Flooding
• May 2010 – MSC 87 adopts the International Goal-based Ship • 1997 - UR S20 “Evaluation of Allowable Hold Loading for Non-CSR Bulk
Construction Standards for Bulk Carriers and Oil Tankers Carriers Considering Hold Flooding”
• May 2010 – MSC 87 adopts new SOLAS regulation Chapter II-1, 3-10 • 1997 - UR S21 “Evaluation of Scantlings of Hatch Covers and Hatch
Goal Based ship construction standards for bulk carriers and oil tankers Coamings and Closing Arrangements of Cargo Holds of Ships”
• May 2016 – MSC 96 confirms the CSR OT&BC complies with the goal-
based ship construction standards Those lines of defence to safeguard the safety performance of bulk carriers are
essential and fundamental. The joint effort of all the safety links is necessary to
SOLAS – ESP improve existing rules and regulations, enhance implementation of them, and
• 1993 – IMO Assembly adopts Guidelines on the Enhanced Programme continue to raise safety awareness – not just for the people working on board but
of Inspections during Surveys of Bulk Carriers and Oil Tankers also to ensure lessons are learned.
• January 1996 - Enhanced Survey Programme becomes mandatory
by SOLAS Chapter XI-1, SPECIAL MEASURES TO ENHANCE There is no room for complacency. Any loss of life is tragic, and the shipping
MARITIME SAFETY industry must pay close attention to the causes explained in this report. However,
INTERCARGO believes the dry bulk sector should be proud of this achievement and
IMSBC Code recognise that improved safety is largely thanks to constant learning, better crew
• January 2011 - IMSBC Code, mandatory under the provisions of the training, improved ship design, new technology and stronger regulatory compliance.
SOLAS Convention.
It is the intention of INTERCARGO to continue to work tirelessly with all stakeholders in
BLU CODE (Code of Practice for the Safe Loading and Unloading of Bulk order to improve bulk carrier safety and ultimately to strive for zero losses of seafarers
Carriers) and zero losses of dry bulk ships every year.
• June 1997 – MSC 68 Code of Practice for the Safe Loading and
Unloading of Bulk Carriers (BLU Code) We must never forget about safety and INTERCARGO will always be a strong
• November 1997 – IMO Assembly adopted the BLU Code supporter of decarbonisation with safety, also actively supporting crew safety initiatives
and improved bulk carrier management practices to achieve our zero loss goal.
10 11
 Analysis of causes by ship size

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

2
Likely
root causes

Number of losses
Navigation

21 bulk carriers (of over 10,000 dwt1) have been identified as 1 Unknown

total losses2 for the years 2014 to 2023. Machinery

Year 10k-34,999 dwt 35k-49,999 dwt 50k-59,999 dwt 60k-79,999 dwt 80k+ dwt Total Human element
0
2014 1 1 0 0 0 2

ng

r
in
if

he
di
2015 2 0 1 2 0 5

nd
Sh

at
oo

ou

We
Fl
o
2016 0 1 0 0 2 3

Gr
rg
Ca
2017 0 0 1 0 1 2
2018 0 0 1 0 0 1
2019 0 0 1 0 0 1
Reported causes

2020 0 0 0 0 2 2
2021 1 1 0 0 0 2
2022 1 1 0 0 0 2 Casualties - 35,000-49,999 dwt bulk carriers Casualties - 50,000-59,999 dwt bulk carriers
2023 1 0 0 0 0 1
4
Total 6 4 4 2 5 21
3 Likely

Number of losses
Likely

Number of losses
root causes 3 root causes
Total losses - bulk carriers by size and year
3

2
Human element 2 Fire/Exposion
1
Significant findings
Navigation Cargo
1
Liquefaction
0 Unknown
• 80,000+ dwt: Six ships were lost, accounting for 23.8% of the 0

n
in

he

io
total 21 casualties reported. These casualties cost 22 lives, or

ti go

n
nd

is
at

io
on
ac ar
We

ll
ou

os
ef C
24.7% of the total 89 lives lost during the period. In 2020 the

Co
Gr

xp
/E
re
losses of one Capesize and one VLOC vessel (Wakashio and

qu

Fi
Li
Reported causes Reported causes
Stellar Banner) focused attention on large bulk carrier safety.
• The lowest number of casualties occurred in the 60,000-79,999
dwt range, representing 9.5% of the total of 21 ship losses, with Casualties - 60,000-79,999 dwt bulk carriers Casualties - 80,000+ dwt bulk carriers
no fatalities. There was no life lost as a consequence of those ship 5
losses.
4
• Other categories saw the loss of six ships with significant loss of
3 Likely Likely
Number of losses

Number of losses
life as a result. The 50,000-59,999 dwt range accounted for 55 root causes 3 root causes
seafarers’ lives, (61.8% of the total), and 12 fatalities in the 10,000- 2
Unknown Human element
2
34,999 dwt range. 1
Weather Structural
1
0
1 A 9,999 dwt cement carrier was included as an exceptional case for this report. 0
g

ng
in

di
nd

ng
oo

in
2 This document provides information on casualty data related to bulk carriers
ou

di
Fl

nd
above 10,000 dwt. INTERCARGO’s classification of ship casualties follows the same

oo
Gr

ou

Fl
principles used in IMO’s classification on GISIS. The assumed definitions of vessel

Gr
sizes used in this report are for continuity and easier comparison with past reports.
Reported causes Reported causes
3 These arbitrary size ranges are used for easy comparison with past reports.
12 13
 Safety performance of bulk carriers

ANALYSIS • The statistics from 2014 to 2023 suggest a clear trend of

OF TOTAL LOSSES
improvement in terms of the rolling 10-year average of ship
losses. As the trends illustrate below, the average number of

FROM 2014 TO 2023

ships lost within the bulk carrier industry continues to go down,
showing positive signs of improvement in safety performance.

• 21 bulk carriers over 10,000 dwt have been identified A growing fleet
as lost, an average of 2.1 per year.
• These statistics and trends can also be set against a backdrop
• 89 crew members lost their lives as consequence, of a significant growth in the global bulk carrier fleet 2014-2023.
or on average nine fatalities per year.
• The average age of the bulk carriers lost was 19.4 years. • Industry figures show that the global bulk carrier fleet has
• Vessels amounting to 1.78 million dwt in total have been seen significant growth in the years since 2013. About 10,400
lost, an average 177,526 dwt per year.
bulk carriers were operating in 2013. That figure had grown to
12,226, according to the MIS data, by January 2024.
Losses by cause
Reported cause Losses of life Losses of ships Likely root cause Losses of ships
Cargo liquefaction 55 3 Cargo liquefaction 3
Rolling ten-year trend of average annual number of ships lost
Cargo shift 0 1 Unknown 1
Fire/explosion 0 1 Human element 1
Structural 1
Flooding 22 3
Unknown 2

Average Number of ships lost

Human element 7
Grounding 0 9 Weather 1
Navigation 1
Collision 0 1 Unknown 1
Unknown 2
Weather 12 3
Machinery 1
TOTAL 89 21 21

• Cargo liquefaction remains the greatest contributor to loss

of life, accounting for 55 lives or 61.8% of the total loss of life in
the past ten years.

20 018

20 019

12 0

3
20 015

08 6

7
3

8
19 004

19 005

01 9

02 0

01

02
01

01

02

02
00

02
01
00

0
00

00

01
• Groundings remain the greatest cause of ship losses, with

-2

-2

-2

-2

-2
-2

-2

-2
-2

-2

-2

-2
-2

-2

-2
-2
-2

-2
-2

11
07
97

10

13

14
03

09
96

05
94

98

99

00
95

20

20
20

20

20
19

20
20
20
19
19

20
19

20
nine losses or 42.9% of the total.
• Three casualties (14.3% of the total) were a result of flooding Period 1994-2023

and these cost 22 lives - a significant 24.7% of the total number

of lives lost.
• The average life loss per ship casualty was 4.24 during the ten-
year period between 2014 and 2023, and 4.00 between 2013
and 2022, 3.41 between 2012 and 2021. This compares to 3.56
during 2011 and 2020.
14 15
 Annual casualties compared with the Losses by bulk carrier size
global total number of bulk carriers over
10,000 dwt, as shown in the graph below,
have continued at a low level since 2018.
28.5% Ship size
23.8% Ship size
10,000-34,999 dwt
80,000+ dwt dwt
Number of casualties compared with total bulk carriers over 10,000 dwt

9.5% Ship size

60,000-79,999 dwt
Global fleet vessel numbers

No of Casualties
19% Ship size 19% Ship size
50,000-59,999 dwt 35,000-49,999 dwt

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023

YEAR

Number of losses by age

No of vessels in global fleet
No of Casualties
Linear (No of Casualties)

Number of ship losses by age (Period 2014-2023)

When considering factors such as high levels of trade, congested

Number of ship losses

ports, older fleets, and extreme weather, this progress reflects
an increased focus on measures that include safety awareness
training, improved ship design, the application of new technology
and compliance with regulations. However, there is no room
for complacency and more focus is required on cargo safety
particularly with respect to liquefaction and safe navigation with the
emphasis on berth to berth passage planning.

AGE (YEARS)

17
 Average age of ships lost Flag state performance - report of
Year 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
investigation submitted to IMO’s GISIS
Average age
28.5 16.8 19.7 16.5 26.0 18.0 9.5 26.0 16.5 16.0
(years)
Lessons learnt from past incidents play an important role in
determining where additional safety improvement is needed.

35
At the end of January 2024, 13 of the 21 bulk carrier losses in this
Average age of ship lost

30
25 analysis had investigation reports made available on IMO’s GISIS
20 (Global Integrated Shipping Information System) database. That
15
represents 61.9% of the total.
10
5
0 The average time from an incident to a report becoming available
on GISIS has been 26.2 months for these investigations, with the
00

01

02

03

04

05

06

07

08

09

10

11

12

13

14

15

16

17

18

19

20

21

22

23
20

20

20
20

20
20

20

20
20

20

20

20

20
20

20

20

20
20

20

20
20

20

20
20

YEARS
shortest 7 months and the longest 44 months.

Total losses (dwt) The following analysis shows those casualties that have been
reported by flag states and appear on the IMO GISIS database.
Year 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Losses (dwt) 63,580 255,230 375,386 323,508 50,587 52,378 503,790 72,935 45,361 32,500

Flag No. of cases GISIS with reports Average months* GISIS without report
Australia 1 1 37.0
800000
Bahamas 1 1 7.0
Deadweight tonnage

China 2 2
600000
Cyprus 1 1 42.0
400000 Hong Kong, China 1 1 44.0
Indonesia 1 1 27.0
200000 Liberia 1 1 33.0
Marshall Islands 2 2 23.0
0
Mexico 1 1 38.0
00

01

02

03

04

05

06

07

08

09

10

11

12

13

14

15

16

17

18

19

20

21

22

23
Panama 9 4 24.3 5
20

20

20
20

20
20

20

20
20

20

20

20

20
20

20

20

20
20

20

20
20

20

20
20

YEARS Tuvalu 1 1
Total 21 13 26.2 8
Loss of life
Year 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
*Average number of months from the incident date to the date of the reports shown on
Loss of life 0 18 0 32 0 27 0 0 12 0 GISIS

70
60
Loss of life

50
40
30
20
10
0
00

01

02

03

04

05

06

07

08

09

10

11

12

13

14

15

16

17

18

19

20

21

22

23
20

20

20
20

20
20

20

20
20

20

20

20

20
20

20

20

20
20

20

20
20

20

20
20

YEARS
18 19
 Casualty list Name IMO No.
Incident
Date
Deadweight Built Flag Class Loss of life

9614804 08-Aug-15 30910 2013 China CCS 0

Reported cause: Grounding (Likely root cause: navigation) - hit a reef near Zhoushan carrying
Between January 2014 and December 2023, 21 bulk carrier casualties Jiang Quan 6 24,000 tons of ore while trying to avoid a collision with a fishing vessel. Equasis reports “In
were identified as total losses. These are listed in the following pages casualty or repairing”.
Investigation report on IMO GISIS: No
of this report.
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date

The Equasis website, IMO GISIS and other public sources were used 9045912 24-Oct-15 71665 1993 Mexico ABS 0
Reported cause: Grounding (Likely root cause: Weather) - being victim to Hurricane Patricia
to compile the data. Because of the limited information available, it which hit the Mexico’s Pacific coast, the ship ran aground on the rocks and sustained
Los Llanitos considerable damage while at anchor off the coast with approximately 11,484 litres of oil, 489
is likely that errors exist, and consequently readers and users of this cubic meters of diesel and other contaminants aboard the ship. The ship’s hull was cracked in
report seeking confirmation regarding the accuracy and/or updates the middle.
Investigation report on IMO GISIS: available on 2018.12.13 (37 months)
of the compiled data, are recommended to contact the relevant
shipowners and flag states.
2016
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

2014 New Katerina

iron ore cargo, the ship struck the canal bank and ran aground in the Suez Canal with two
pilots on board while transiting in the southern direction and sustained considerable damage in
its fore part with water ingress.
Incident
Name IMO No. Deadweight Built Flag Class Loss of life Investigation report on IMO GISIS: available on 2017.04.18 (14 months)
Date
8126135 19-Jan-14 21317 1982 Panama Intermarine 0 Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date
Reported cause: Flooding (Likely root cause: Unknown) - sinking off of Guam from suffering leak
Rich Forest 9135688 29-Feb-16 161121 1997 Panama KRS 0
and uncontrolled water ingress in the engine room, carrying a cargo of logs; no life lost.
Investigation report on IMO GISIS: No 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
Incident broke in three parts and sank on 8 May 2016.
Name IMO No. Deadweight Built Flag Class Loss of life
Date
Investigation report on IMO GISIS: available on 2017.04.17 (15 months)
8902486 15-Mar-14 42263 1991 Panama ABS 0
Incident
Reported cause: Grounding (Likely root cause: sea chest suction valve defective or not closed Name IMO No. Deadweight Built Flag Class Loss of life
Date
John 1 properly) - suffered a power failure from flooding in ballast condition, drifted with wind and
ran aground off Rose Blanche, Canada, while it was heading to Montreal in ballast condition. 9172961 30-Jul-16 44183 1998 Liberia BV 0
Her hull sustained tears, punctures, and dents. Suspected cause: Grounding (Likely root cause: human error) - not carrying any cargo, it ran
Investigation report on IMO GISIS: available on 2016.6.27 (28 months) 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)
2015
Name IMO No.
Incident
Date
Deadweight Built Flag Class Loss of life 2017
9339947 02-Jan-15 56009 2006 Bahamas NK 18 Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - Bulk Jupiter Date
Bulk Jupiter sank and 18 crew lost with bauxite cargo on board loaded in Kuantan, Malaysia, attributed to Marshall
liquefaction/dynamic separation of the cargo. 9038725 31-Mar-17 266141 1993 KR 22
Islands
Investigation report on IMO GISIS: Available on 2015.8.18 (7 months from incident date) Reported cause: Flooding (Likely root cause: catastrophic structural failure) - The vessel,
Stellar Daisy
Incident loaded with a cargo of iron ore from Brazil, sank in South Atlantic shortly after issuing a
Name IMO No. Deadweight Built Flag Class Loss of life distress signal. Two crew members were rescued with 22 missing.
Date
9076404 11-Feb-15 27308 1994 Cyprus NK 0 Investigation report on IMO GISIS: available on 2019.4.20 (25 months)
Reported cause: Grounding (Likely root cause: Human error) - driven ashore in ballast condition Incident
Goodfaith Name IMO No. Deadweight Built Flag Class loss of life
on Andros, Greece. All crew rescued. Equasis reports “In casualty or repairing”. Date
Investigation report on IMO GISIS: available on 2018.08.09 (42 months) Hong Kong,
9449261 13-Oct-17 57367 2010 DNV GL 10
China
Incident
Name IMO No. Deadweight Built Flag Class Loss of life Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - loaded with nickel
Date
ore cargo from Buli, Indonesia, cargo liquefaction and shifting occurred onboard Emerald Star
9003108 08-Mar-15 69338 1990 Panama LR 0 Emerald Star
causing the vessel heavily listed and finally capsized and sank approximately in position
Reported cause: water ingress (Likely root cause: unknown) - took water forward and subsequently 19°03’N, 124°52’E at about 0140 hours on 13 October 2017. 16 crew members were rescued with 10
Panamax Trader
sank in the Red Sea, northwest of Djibouti, carrying a cargo of rock phosphate. crew members missing.
Investigation report on IMO GISIS: No Investigation report on IMO GISIS: available on 2021.06.02 (44 months)

20 21
2018 2021
Incident Incident
Name IMO No. Deadweight Built Flag Class Loss of life Name IMO No. Deadweight Built Flag Class Loss of life
Date Date
9047740 18-Jun-18 50587 1993 Australia DNV GL 0 Isthmus
8401793 13-Jan-21 23386 1984 Panama Bureau of 0
Reported cause: Fire (Likely root cause: human element) - during cargo discharge operations
Shipping
of the ship’s cargo of dolomite 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 Yong Feng Reported cause: Cargo shift (Likely root cause: unknown) - Yong Feng, carrying a cargo of timber,
Iron Chieftain self-unloading (SUL) bulk carrier sustained substantial structural damage, including breaches of listed sharply when the cargo shifted, took on water, capsized and sank in the Philippine Sea on
two fuel oil tanks, and key components of the SUL system were largely destroyed. The ship was 13 Jan 2021. All 22 crewmembers were rescued.
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: No.

Investigation report on IMO GISIS: available on 2021.7.29 (37 months) Incident

Name IMO No. Deadweight Built Flag Class Loss of life
Date
9370783 12-Aug-21 49549 2008 Panama NK 0
2019 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
Incident Crimson
Name IMO No. Deadweight Built Flag Class Loss of life in heavy weather off the port of Hachinohe in northern Japan on 11 August and broke up
Date Polaris
on 12 August 2021. Oil was found leaking from the cracked rear part of the ship. All 21
9245237 20-Aug-19 52378 2002* Indonesia NK 27 crewmembers were rescued.
Reported cause: Cargo liquefaction (Likely root cause: cargo liquefaction) - carrying nickel Investigation report on IMO GISIS: No
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. 2022
Investigation report on IMO GISIS: available on 2021.11.12 (27 months) (Note: some sections in
Incident
English and some in Bahasa Indonesia) Name IMO No. Deadweight Built Flag Class Loss of life
Date
Note*. The Certificate of Nationality states that her YOB is 2001, while both Equasis and her 9172399 19-Sept-22 35362 1999 Tuvalu KR 0
class Certificates state 2002 as the YOB.
Reported cause: Collision (Likely root cause: unknown) – the ship sustained hull breach in the
fore section following a collision on 29 Aug 2022, and grounded at Catalan Bay to avoid sinking,
2020 OS 35 carrying a cargo of 33,632 tonnes of steel bars. The hull suffered substantial damage after
the grounding. On 19 Sept 2022, it was reported that the ship’s hull was broken, although not
completely split in two. All 24 crew members were evacuated.
Incident
Name IMO No. Deadweight Built Flag Class Loss of life
Date Investigation report on IMO GISIS: No.
Marshall Incident
9726803 24-Feb-20 300660 2016 KR 0 Name IMO No. Deadweight Built Flag Class Loss of life
Islands Date
Reported cause: Grounding (Likely root cause: human element) – VLOC Stellar Banner ran aground 9665451 31-Oct-22 9999 2014 Panama BV 12
off the coast of Brazil earlier on 24 Feb 2020 while carrying 294,871 metric tons of iron ore.
Xing Shun Reported cause: Weather (Likely root cause: unknown) – Cement carrier Xing Shun No 1 lost
Stellar Banner All 20 crew members were evacuated. The ship was refloated on June 3 after 145,000 metric tons
No 1 power and sank in rough seas on 31 Oct 2022 in Taiwan Strait, with 12 crew members missing.
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 Investigation report on IMO GISIS: No
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)

Name IMO No.

Incident
Deadweight Built Flag Class Loss of life
2023
Date
Incident
9337119 25-Jul-20 203130 2007 Panama NK 0 Name IMO No. Deadweight Built Flag Class Loss of life
Date
Reported cause: Grounding (Likely root cause: human element) - on the day of grounding on a reef
9493494 01-Mar-23 32500 2008 China CCS 0
off Mauritius (July 25) carrying around 3,894 tonnes of fuel oil and no cargo, she tried to reduce
the distance from the coast from 5 nautical miles to 2 nautical miles to enter an area within Reported cause: Weather (Likely root cause: unknown) – Suffering massive water ingress from a
Wakashio
the communication range of mobile phones and used a nautical chart without sufficient scale to hull breach by ice on 23 Feb while at anchor in the Tatar Strait south of Vanino Khabarovsk Krai
Yong Xing 56
confirm the accurate distance from the coast and water depth; broke in two on 12 Aug; more than carrying a cargo of alumina, it sank on 1 Mar after the breach wasn’t sealed, and pumping water
1,000 tonnes of fuel seeped from a crack in the hull. out of flooded compartments failed. All crew members were safely evacuated from the ship.
Investigation report on IMO GISIS: available on 2021.7.21 (12 months) Investigation report on IMO GISIS: No

22 23
 Alphabetical list

Loss of
Name IMO No. Incident Date Deadweight Built Flag Class
life

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

Goodfaith 9076404 11-Feb-15 27308 1994 Cyprus NK 0

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

OS 35 9172399 19-Sep-22 35362 1999 Tuvalu KR 0

Panama Trader 9003108 08-Mar-15 69338 1990 Panama LR 0

Rich Forest 8126135 19-Jan-14 21317 1982 Panama Intermarine 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

Wakashio 9337119 25-Jul-20 203130 2007 Panama NK 0

Xing Shun No 1 9665451 31-Oct-22 9999 2014 Panama BV 12

Isthmus
Yong Feng 8401793 13-Jan-21 23386 1984 Panama Bureau of 0
Shipping

Yong Xing 56 9493494 01-Mar-23 32500 2008 China CCS 0

24 25
 Industry Topics

INTERCARGO In addition to addressing unique issues affecting the dry bulk sector,

– Who we are
INTERCARGO also focuses on a number of important topics which are of broader
concern to international shipping as a whole. The role of INTERCARGO is to
explore them from the angle of dry bulk shipping, bringing forward solutions that
correspond to the special characteristics and needs of the dry bulk sector.

Uniting and Promoting

INTERCARGO’s participation in international fora, industry working and
correspondence groups, and its consultative status at International Maritime
Organization (IMO) deliberations enable members to gain access to cross-industry

Quality Dry Bulk Shipping

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 experience-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.
The International Association of Dry Cargo Shipowners
(INTERCARGO) unites and promotes quality dry bulk shipping, INTERCARGO’s activities are also directed towards challenges and issues of
bringing together about 250 forward thinking companies from 30 interest to its membership that go beyond specific items of its work programme,
countries. INTERCARGO convened for the first time in 1980 in such as the development of a quality self-assessment scheme for the dry bulk
sector.
London and has been participating with consultative status at the
International Maritime Organization (IMO) since 1993. INTERCARGO’s working programme is outlined below and can be referred to at
https://www.intercargo.org/2024-monthly-updates-of-secretariat-activities/

Our Association provides the forum where SAFETY – SECURITY ENVIRONMENT – QUALITY REGULATION
Cargoes, ‘Liquefaction’ Ballast Water International Maritime
dry bulk shipowners, managers and Organization (IMO)
Design & Construction, Coatings
operators are informed about, discuss, and Machinery & Operations Other Legislation
Emissions
share concerns on key topics and regulatory Class & Statutory Rules Miscellaneous Issues
Green House Gas - CO2
challenges, especially in relation to safety, Cargo Gear emissions
the environment, and operational excellence.
INTERCARGO is committed to Hatch Covers Sulphur Cap, SOx and
Particulate Matter (PM)
The Association promotes its Members’ Loading Rates
safety, security, and quality in positions to IMO, as well as to other shipping Incidents & Casualties
emissions
Other emissions (NOx,
ship operations, with a focus and international industry fora, having Life Saving Black Carbon)

on operational efficiency and free and fair competition as a principle. Piracy Ports & Terminals
Cyber Risks Reception Facilities
the protection of the marine INTERCARGO is committed to safety,
Port State Control
security, and quality in ship operations,
environment & Transparency
with a focus on operational efficiency and Corruption, Criminalisation
the protection of the marine environment. Training, Manpower & Human
26 Element 27
 INTERCARGO Benefits • Companies and ships registered with INTERCARGO arguably enjoy

– Membership for Full a badge of quality widely recognised by the industry as a marker

membership
of 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
Visit intercargo.org/join on Equasis as registered with INTERCARGO. Vessel membership
for all the available info
There are three categories of membership within INTERCARGO with INTERCARGO is displayed on the vessel dashboard of the
regarding the benefits RightShip Safety Score.
Full, Consociate and Associate:
of Membership for Full
Members. • INTERCARGO and RightShip are founding partners of DryBMS,
Full Consociate Associate
Member Member Member a quality standard for the dry bulk sector. Safety, environmental
and operational excellence are promoted through company
Any company that owns, operates or Any company that owns, operates Any entity that provides goods self-assessment. Please visit www.intercargo.org/drybms/
manages dry bulk carriers of 10,000 or manages dry bulk carriers below or services to the dry cargo shipping
dwt and above. 10,000 dwt. industry.
• Members are invited to appoint a representative to INTERCARGO’s
GBP 5,000 for 1 to 10 ships and GBP Half the fees that would be paid GBP 1,250
350 for each subsequent ship up to as a Full Member. Executive Committee and are eligible to put forward a
a capped maximum of GBP 20,000. representative to the Technical Committee (conditions apply).
Details can be found in our Constitution under ‘Management’ at
Members joining after the start of the membership year (1 January) are entitled to an initial pro-rata membership fee.
For the latest updates about joining INTERCARGO please visit www.intercargo.org/join/ www.intercargo.org/constitution/
Enquiries regarding joining should be sent to the Secretariat at info@intercargo.org
• The Association is represented at the International Maritime
Organization (IMO), the Round Table of Shipping Associations
• Being part of an Association dedicated to quality, safety and the (joining BIMCO, ICS and Intertanko on important cross-industry
Benefits to environment. matters), the Tripartite Forum and other international shipping
all members • Unique access to INTERCARGO circulars with expert insight into the
fora, and regularly engages with the International Association of
Classification Societies (IACS) and RightShip on critical issues.
dry bulk shipping industry.
• Members are invited to INTERCARGO hosted events (two
• Opportunities to meet fellow Members at the Association’s meetings in semi-annual Committee meetings, seminars etc). Please visit
Europe and Asia. intercargo.org/about/meetings for more information.

• Special invitations/discounted access to industry events. For more • For INTERCARGO’s feedback and reporting schemes, please
information, please visit intercargo.org/news/category/member-news. see intercargo.org/members-reporting-surveys.

• A free copy of the latest Bulk Carrier Benchmarking Report • Regular circulars provide timely, detailed information either
is offered to each member. For information on publications, please visit following IMO meetings or on ongoing issues, such as cargoes
www.intercargo.org/news/publications. piracy, port, terminal and anchorage feedback, cybersecurity etc

• Advertising opportunities in some of the Association’s publications and • Experience sharing / (anonymous) consultation within the
on its website at reduced rates. membership, when appropriate on reported issues of concern
Please visit www.intercargo.org/advertising-intercargo-website. (cargoes, ports, etc), in order to provide informed feedback.

• Opportunities to present at the Association’s events • Full access to the Association’s website www.intercargo.org
(subject to invitation).

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

(some sections are reserved for Full Members).

28 29
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31
Years 2014 to 2023 and trends

www.intercargo.org