Safe Carriage of Project & Breakbulk Cargo

Introduction

Project cargoes come in many shapes and forms and can be complex, high value cargo consignments (including large and heavy break-bulk shipments), that could be of a non-standard dimensions, shape and/or weight distribution. Examples include power transformers, wind turbine parts, cranes, battery equipment storage systems (BESS), helicopters, small vessels and prefabricated plant. These cargoes can be difficult to handle because of their size, shape, or weight and as such require special attention at every stage from loading through to stowage, securing, carriage and discharge.

Project cargoes are generally safe for carriage at sea, but they do require careful planning and risk assessment by all concerned parties, particularly shippers and carriers. If important factors are overlooked during the planning stage, there is a risk that these large and/or heavy cargoes may shift during the voyage.

This Risk Alert provides general guidance to support the safe transport of project and break-bulk cargoes.

Pre-Shipment Evaluation

Project cargoes are often carried on general cargo, multi-purpose ships & heavy lift vessels, which are designed and built to handle such loads. Depending on the cargo’s size, shape, weight and value, container ships, PCTC or other vessels may also be used. Due to the size and weight of project and break-bulk cargoes, careful planning and coordination among all parties is needed, including a vessel feasibility study to ensure that the chosen ship is suitable for carrying the intended cargo, mitigating against damage to the cargo, ship or marine environment, and injury to the crew. It is also essential to ensure an experienced and properly trained crew for planning, execution and supervision of cargo stowage, securing and care.

During the ship’s feasibility study, it is important to assess that stability requirements will be met, and that the vessel’s structural integrity will not be compromised. This includes preparing a pre-stowage plan, ensuring deck strength limits are not exceeded, and confirming that the ballast system can handle the effects of any sudden list or trim caused by heavy cargo. To ensure safe navigation during the voyage it is important to ensure that navigation bridge visibility is not hampered by project cargoes. However, if visibility is to be affected, an exemption can be requested from the competent authorities, such as the Flag State and/or its Recognised Organisations. Concurrently, the navigational acceptability of the visibility restrictions at the load port, discharge port and during intermediate passages should be assessed. These are amongst the considerations for ensuring that the cargo can be safely loaded, secured, carried, and discharged. A port feasibility study should be conducted to verify that there is appropriate equipment available to handle large or heavy cargo. There may also be berth limitations, restrictions and local rules to be observed that affect how cargo can be loaded or unloaded.

In planning a shipment, it is important to consider the cargo’s size, weight, shape, and other key characteristics when determining how to safely ship the cargo. For example, flat racks may be needed for container ships, or Mafi trailers for PCTC vessels. These and other similar considerations should help to ensure the cargo is carried securely.

As a part of the planning stage, it is also essential to ensure that appropriate strong and dedicated lifting points are available to safely lift the cargo. Identifying the centre of gravity for heavy lifts is vital for avoiding any damage to the cargo or vessel and avoiding unexpected movement or other unintentional events.

Cargo documents such as dangerous goods declarations, manifests, packing lists, and instructions from manufacturers or shippers are to be reviewed in advance to ensure safe handling, carriage and shipment.

Carriage of Cargo

Having completed a pre-shipment assessment, and prior to the cargo arriving at the quayside, every phase of the operation from loading through to discharge should be carefully planned, with particular attention to the lifting operations.

For all lifting operations suitable cranes are used with appropriate Safe Working Load (SWL). However, during tandem crane operations, it should be kept in mind that the original SWL is reduced and can reduce further depending on the angle of lift. It is important that all lifting and rigging equipment be inspected and is verified as being of required capacity with appropriate certification. All lifting operations should be carefully supervised and controlled until such time as the cargo is securely stowed in its final position.

On occasion, project cargoes are transported in wooden crates, and it is important to note that if lifting gear is rigged around the crate instead of using dedicated lifting points, it can result in damage to the packaging and the cargo. To avoid this, only dedicated lifting points should be used, and where none are provided, the equipment manufacturer is to be consulted.

Similarly, it is important to understand the importance of adequate inter-locking / securing of individual components (of the cargo unit) when stacked / stowed together in a composite unit or frame.

To spread the weight of cargo on the ship’s deck and avoid exceeding permissible deck strengths, whilst also preventing sliding of the cargo, sufficient appropriate quality dunnage may be approved for use. Note that some importing countries require dunnage & packaging material to be accompanied by necessary fumigation or other applicable certificates.

For a cargo carried in or on a cargo transport unit the requirements of Code of Practice for Packing of Cargo Transport Units (CTU Code) shall also apply.

When project cargoes are to be carried on a container vessel they should, where possible, be carried in the cargo holds (or as advised by the equipment manufacturer), using suitable flat racks as a platform.

For PCTC vessels, cargoes should be secured on Mafi trailers. Stowage on deck is possible if a proper pre shipment assessment confirms the cargo is suitable for such stowage.

Ensure the cargo is secured in accordance with a Cargo Securing Manual (CSM), approved by the administration, and that the Master checks and verifies the ship’s stability and cargo securing calculations to prevent possible cargo movement and damage during adverse weather conditions. Where permanent securing points are not available, any additional fittings must comply with classification society standards for the required Maximum Securing Load (MSL).

Particular attention should be paid to avoid overloading securing points (e.g. multiple lashings on a single D-ring or at opposing angles). Lashing angles should be appropriate to the securing method to ensure maximum effectiveness. Use lashing equipment of the same grade, tensile strength and material to support the securing system responding uniformly to any dynamic loads generated by the ship motion. Avoid the use of mixed lashings in the same or similar service. Maintain an adequate stock of spare equipment for replacement or provision of additional securing during the voyage.

Note that some project cargoes are stowed on their cradles which are then typically secured to the vessel, it is important that both the cargo and the cradle be properly secured to the ship’s deck, otherwise, in adverse weather it is possible that a high centre of gravitymay cause the cargo to shift, with the potential to damage both the cargo and the vessel.

Bespoke cargo specific sea-fastenings are often used for some project cargoes and it important to ensure the material and weld quality of the equipment using certified equipment and qualified personnel. Prior to any hot work being undertaken implement robust risk assessments, safety measures and appropriate work permits /signage.

Cargo Care and Monitoring

In the event of an adverse weather forecast, safety considerations and advance preparations are essential. Weather routeing advice to account for cargo sensitivity can be an effective tool to anticipate, assess, and mitigate against environmental conditions whilst supporting effective voyage planning, and the development of appropriate contingency measures.

It is also important to ensure safe access for regular monitoring of cargo and securing arrangements during the voyage. Considerations should include expected weather, freeboard and the availability and necessity for walkways, ladders, platforms, guardrails and lighting, as well as work permit requirements such as PPE, atmosphere checks, and ventilation.

Shippers may have specific requirements for certain sensitive cargo in relation to measurement and monitoring of particular parameters such as shock loads, tilt, temperature and humidity, and often provide devices such as single event indicators / labels or more complex data recorders. Event data can potentially assist claims investigators to correctly identify and track an incident timeline.

Conclusion

This Risk Alert provides basic guidance for handling project cargoes through understanding some of the specific attributes of these cargoes and developing a plan that takes into account the handling, stowage and other influencing factors that are key to their safe carriage. It is also important to comply with the relevant international and local regulations and industry best practices so that the project cargoes are shipped safely around the world.

The Club recommends engaging a suitably qualified and experienced independent Marine Warranty Surveyor (MWS) to undertake a pre-loading survey of the cargo, to identify any pre-existing damage and to advise the Master on the suitability and implementation of the loading, stowage and securing arrangements. Similarly, it is recommended to appoint a similarly well qualified and experienced surveyor to ensure safe planning and execution of discharging operations. Source: Steam Shipmutual