BRITANNIA LOSS PREVENTION MARCH 2025 A RECENT INTERCARGO REPORT HIGHLIGHTED CARGO LIQUEFACTION AS THE GREATEST CONTRIBUTOR TO LOSS OF LIFE AT SEA IN THE PRECEDING DECADE. Despite improved safety, cargo liquefaction incidents continued to occur. Although ship losses due to cargo liquefaction accounted for less than 20% of all vessel casualties during that period, they resulted in the loss of 70 lives, representing over 60% of the total fatalities 1 . In other words, if cargo liquefaction occurs on a bulk carrier, it is more likely to result in loss of life than any other type of incident. Cargo liquefaction is so dangerous because in certain cases it occurs without warning leading to a rapid loss of stability, hampering the crew’s ability to evacuate and survive. Safe carriage of cargoes is at the very foundation of ship safety. Stakeholders in the cargo distribution chain are required to know the cargo hazards, but also correctly declare the cargo and comply at all times with the requirements of the International Maritime Solid Bulk Cargoes (IMSBC) Code. Stakeholder compliance with regulatory requirements may be affected by a lack of appreciation of the risks involved. Investigations into high-profile incidents have shown that many non-compliant cargoes had been shipped before an incident ultimately occurred 2 . Potentially creating a false sense of safety between the involved parties. The understanding of moisture-related bulk cargo failures and the necessary risk mitigation practices is continually evolving. Amendments 06-21 of the IMSBC Code, effective from 1 December 2023, introduced the term “dynamic separation” as a new mechanism that can lead to moisture-related bulk cargo failure. While it is similar to cargo liquefaction, it differs in its specific physical process and impact on ship safety. UNDERSTANDING LIQUEFACTION AND DYNAMIC SEPARATION IN SOLID BULK CARGOES 2 | BRITANNIA LOSS PREVENTION | GUIDANCE THE IMSBC CODE NOW DESCRIBES TWO MECHANISMS WHICH MAY RESULT IN CARGO INSTABILITY DUE TO MOISTURE CONTENT, CLASSIFIED AS GROUP A CARGOES. THESE ARE LIQUEFACTION OR DYNAMIC SEPARATION. To understand the difference between them, it is necessary to consider the physical properties of solid bulk cargoes. Many mineral cargoes offered for shipment contain a significant amount of moisture due to production processes and exposure to rain during storage. Solid bulk cargoes comprise of individual particles in contact with each other. The contact forces between these particles allow the cargo to retain shape and remain stable. Most cargoes are shipped partially saturated, meaning the voids between solid particles contain both air and moisture. When the cargo is subject to vibration and movement of the ship, it compacts and consolidates. Consolidation of the cargo ultimately results in reduction of the volume of the void spaces between the solid particles. If the cargo predominantly consists of lumps (larger particles), the moisture may freely drain to the bottom of the cargo hold and be pumped out via the bilge system. In this case, cargo particles remain in contact with each other, and the cargo retains its strength. In cargoes containing more fine particles, there may be insufficient drainage channels for excess moisture to escape. As the volume of the voids decreases due to consolidation/compaction, the water which cannot escape from the void spaces will ultimately push the solid particles apart. When the solid particles lose contact wit