You suspect a Group A cargo is liquefying mid-voyage (free surface movement audible/visible on inspection, vessel developing an unexplained list). Your examiner asks: "As Master, what are your immediate actions?"

A. Reduce speed and alter course to put the sea on the best heading to minimise rolling/pitching (reducing further dynamic disturbance of the cargo), avoid sudden large helm or speed changes, assess the list/trim using all available means, consider heading for the nearest place of refuge, and keep the company/DPA and, if appropriate, the relevant authorities informed — recognising liquefaction-driven cargo shift is a genuine loss-of-vessel risk that has caused real bulk carrier sinkings.

B. Increase speed to reach port as quickly as possible, since liquefaction risk only increases the longer the voyage continues, regardless of present sea state.

C. Liquefaction cannot be addressed by any shipboard action — the correct response is to continue the voyage as planned and report the observation only on arrival.

D. Apply hard rudder to correct any list immediately, since liquefaction primarily affects steering rather than transverse stability.

A. These MGNs provide UK guidance reflecting IMSBC Code amendments and lessons from bulk carrier casualties — covering matters such as testing/sampling procedures for moisture content, shipper declaration responsibilities, and specific commodity guidance (e.g. nickel ore, bauxite) that have been linked to liquefaction-related losses; Masters are expected to know these exist and broadly what they amend, even if not the MGN numbers verbatim.

B. These MGNs are purely advisory marketing material from the MCA with no link to IMSBC Code requirements or casualty lessons.

C. MGN guidance applies only to UK-flagged vessels under 500 GT, with no relevance to deep-sea bulk carriers.

D. The MGN series referenced relates exclusively to MARPOL Annex VI, not to bulk cargo safety.

A. Bauxite was historically assumed to be a Group C cargo (no liquefaction risk) but investigation of casualties showed that fine bauxite particle fractions can behave like a Group A cargo and liquefy under certain moisture/particle-size conditions; specific MCA guidance (MGN 547) sets out additional precautions including particle size assessment and moisture content controls beyond the standard Group C assumption, and Masters/officers must not simply assume "bauxite = Group C = no liquefaction risk" without checking the specific cargo's characteristics.

B. Bauxite requires no special precautions beyond the standard Group C documentation, since it has never been associated with liquefaction.

C. Bauxite is classified as a Group B chemical-hazard cargo only, with no relevance to the Group A/liquefaction discussion at all.

D. Special bauxite guidance relates solely to its abrasiveness/wear on cargo gear, with no connection to stability or moisture.