What happened? The vessel loaded 20000 MT iron ore fines in New Mangalore, India. The ship departed and only a few nautical miles outside the port the vessel started to develop a list. The list continued to increase and the Captain decided intentionally to run the ship aground intentionally to avoid capsizing. What was the result? Costly salvage operation under Lloyds Open Form Minor dents to the hull 6 weeks off hire Why did it happen? The cargo is stored without protection and often taken out of the mines with substantial moisture. Due to rain the wetness of the cargo increases. These types of cargo are described in the BC Code as Group A cargoes. A cargo in Group A shall be tested and given a transportable moisture limit (TML) certificate. The following are some of the causes of this grounding: Either the TML certificates nor the certificates of moisture content were presented or checked The cargo was not properly tested prior to loading and during loading The high moisture content combined with vibrations of the main engine cause the cargo to liquefy The liquefied cargo started to shift shortly after departure Due to the list the cargo continued to shift and the list increased even more To protected the ship from capsizing the Captain grounded the ship about 3 nm outside the port of loading What can we learn? Every cargo that contains moisture and at least some fines and small particles should be queried prior to loading, The BC Code certification requirements apply to all cargoes which may liquefy regardless. of whether or not the cargo is specifically identified as posing a liquefaction risk. Never assume there is no risk of liquefaction simply because a cargo is not identified as 'Group A' in the BC Code. When considering the carriage of Group A cargoes and other cargoes that risk liquefying owners should seek from charterers assurance that the certificates of moisture content and TML will be made available prior t