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UK P&I CLUB

Project cargo mattersGuidance on how to safely load, stow, secure anddischarge heavy-lifts and project cargoes

UK P&I CLUBIS MANAGEDBY THOMASMILLER

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IntroductionThis publication is the result of joint industrycollaboration between the risk management/marinerisk control departments of the UK P&I Club andmarine cargo insurers Allianz AGCS with expertindependent input from Cwaves, a London-basedmarine surveying and consultancy company.

This collaboration came about due to increasingconcerns about the lack of expertise, skills andresources being deployed in this complex area ofshipping activities and a repeated number ofsignificant damage losses to ships and cargoescombined with a series of near miss incidents inrecent years.

The information contained in this publication isintended to provide guidance only and is notintended to replace, nor should it be used for,specific expert advice on the transportation ofproject/heavy lift cargoes.

IndexTopic Page

What is project cargo? 3

Why is special attention required? 3

Relevant regulations, codes and guidelines 3

Vessel types and suitability 5

Voyage instructions 6

The cargo 7

The vessel 10

Loading and discharge 13

Stowage requirements 15

Cargo securing 16

The voyage 19

Record keeping 20

Recommendations 20

Other relevant publications 20

Acknowledgements 20

Annex:Useful checklist for the transportationof project cargo 21

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What is project cargo? planning of the operations is required for the transportto the load-port, loading, stowage, securing anddischarge of the cargo.

Why is special attentionrequired?The answer is simple: The costs involved in projectcargo damages or loss can be very large, often runninginto tens, possibly hundreds of millions of dollars. Therisks involved can be largely mitigated with carefulplanning and attention, before the cargo is received forshipment.

In more difficult financial times, the pressure to reducecosts is very high and since the cost of shipment isessentially an overhead, there is a natural desire toreduce the shipping costs as far as possible. The use ofunsuitable vessels for the cargo, poor quality orinadequate securing and dunnage, poorly trained crewand a lack of detailed planning can all lead to damage toor loss of the cargo.

The consequence of this will involve a claim against thecargo and / or liability insurance and potentially for thedelays to the project (e.g. delay in start up). With manyother parties involved and the consequential costs high,these claims are often complicated and may result inlengthy and costly litigation.

Relevant regulations,codes and guidelinesIt is the Master’s responsibility to ensure that all cargo,whatever it is, is safely stowed, properly secured andhandled (loaded/discharged) with care and inaccordance with the requirements of the charterparty.

“Cargo or equipment that may be large,heavy or out-of-gauge, requires specialisedstowage, lifting, handling, may consist ofhigh value or critical items and typicallyconsists of a quantity of goods connectedto the same project, which may be loadedfrom different ports.”

A wide range of cargoes fall within the definition ofproject cargo, from traditional break-bulk type cargoes(that meet the above quoted criteria) to large singleitems such as cranes or oil & gas modules.

The cargo insurers will stipulate certain conditions (awarranty) for the purpose of the insurance. If the cargoto be carried meets certain criteria (often referred to as‘critical items’), then certain procedures will have to befollowed under the warranty. Critical items may fallunder one (or both) of two broad headings:

1 Those that are critical because of the cost anddifficulty of replacement and;

2 Those that may require unusual provisions for safeloading, stowage, lashing and discharge – whetherall of those aspects or only one.

These criteria may include the replacement lead time,the value of the cargo (individually and / or in total), thesize or footprint, weight, the centre of gravity andwhether specialised transport, lifting and / or securingis required.

Cargo types that may fall within the definition of acritical item may include:

● Oil & gas equipment for onshore and offshoreinfrastructure

● Refinery and petrochemical plant equipment

● Renewables equipment for onshore and offshoreinfrastructure

● Modules and pre-assembled units

● Port handling equipment

● Port construction

● Floating cargo

● Rolling stock

● Heavy machinery

● Power plants and power generation equipment.

Critical items require special attention during theirtransportation, careful assessment and detailed

Damage to project cargo during transportation can costmany millions of dollars, cause extensive delays andpotentially lengthy and expensive litigation!

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The charterparty may dictate specific responsibilities ofthe vessel owner, charterer and shipper such as thespecific responsibility for stowage, lashing andsecuring of the cargo. For example there may be arequirement from either charterer’s and/or cargoinsurers for the appointment of an independent marinewarranty surveyor (MWS) to review, approve andmonitor all loading and sea-fastening operations. Theseresponsibilities should be carefully assessed as theycan greatly affect the liabilities if the cargo is damagedor lost during the loading, voyage or discharge. It isimportant that all relevant persons are aware of theserequirements and their responsibilities.

The following Regulations are applicable and should beadhered to:

● Flag state and Classification Society rules:Always mandatory and includes the mandatoryapplication of SOLAS for any applicable vessel. Inparticular SOLAS Chapter VI: Carriage of Cargoesis relevant and must be complied with. Regulationsfor lifting gear and operations will be found withinthe flag state or classification society rules.

experience in the shipment of such cargoes isrequired to fully plan and engineer a safe projectcargo shipment. The IMO CSS Code sets this out inSection 1.8, Special Cargo Transport Units:

The rules of the vessel’s classification society willalso set out the requirements for maintenance ofthe vessel, including equipment required for theloading, stowage and securing of project cargoes.If these requirements are not followed, the vessel’sowners may be liable in the event of an incident.

● Cargo securing manual:The vessel’s cargo securing manual (CSM) is a keydocument in the shipment of project cargoes. TheCSM is a required document under SOLASChapter VI and shall document the types of cargofor which the vessel is properly suited to carry, howit shall be loaded, stowed and secured. It will alsodocument the vessel’s cargo securing equipment(an inventory) and their maintenance and inspection.

● The CSS Code (IMO Code of Practice for CargoStowage and Securing, 2003; ResolutionA.714(17)):Sets out the general principles for the safe stowageand securing of a range of cargoes, includingproject cargoes and non-standard, heavy units thatmay require special attention. Annex 13 of the CSSCode sets out the method of calculation of therequired lashing forces for abnormal loads. TheCSM is based on the principles set out in theCSS Code.

Note:

One key aspect is that specialist knowledge and

“The shipowner and the ship operator should,where necessary, make use of relevant expertisewhen considering the shipment of a cargo withunusual characteristics which may require specialattention to be given to its location on board vis-a-vis the structural strength of the ship, its stowageand securing, and the weather conditions whichmay be expected during the intended voyage.”

The IMO CSS Code is the mainstandard to be applied for the stowageand securing of project cargoes.

● Intact stability regulations (The International Codeon Intact Stability, Resolution A.749(18)):A mandatory requirement that sets out the minimumstability standards for all applicable vessels.Damaged stability standards also needs to beconsidered (SOLAS Chapter II-1).

● CTU packing guidelines (IMO/ILO/UNECE Code ofPractice for Packing Cargo Transport Units (CTUCode), 2014):Provides guidance and measures for ensuring thesafe packing of cargo in containers and other cargotransport units (CTUs). Refer to the following link:

http://www.unece.org/fileadmin/DAM/trans/doc/2014/itc/id_07_CTU_Code_January_2014.pdf

The following Guidelines are relevant and provideguidance on the best practice for the loading, stowage,securing and discharge of project cargoes:

● DNV Rules for the Planning and Execution of MarineOperations:The DNV ‘Rules’ provide some mandatoryrequirements for certain operations and someguidelines. Whilst mainly applicable to offshoreoperations, there are relevant sections on heavy-lifts,lifting appliances, loading and discharge operationsthat are relevant to project cargo shipments.

https://exchange.dnv.com/servicedocuments/dnv/

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● DNV-GL Noble Denton Guidelines: The DNV-GLNoble Denton Guidelines provide the technical basisfor marine operations including the transportation ofspecialised cargoes. The guidelines include MarineTransportation Guidelines (Document reference:0030 rev 5 or later), Marine Lifting Guidelines (0027rev 10 or later), Mooring Guidelines (0032 rev 1 orlater) and Load-out Operations (0013 rev 7 or later).

http://www.dnv.com/industry oil_gasrules_standards/noble_denton_rules_guidelines.asp

These guidelines are specialist technical documentsand appropriate expert advice on their requirements andimplications should be sought before they are used.

Vessel types and suitabilityVarious vessel types are commonly employed to carryproject cargoes. These include:

● Tween-decker: The old-style general or ‘break-bulk’ cargo ship with multiple hatches, fixed tweendecks and cargo handling via derricks or cranes hasnow largely disappeared.

● General cargo ships: That carry a wide variety ofcargoes, including industrial items, bagged cargoes,project cargoes, steel products, forest products,palletised cargoes, smaller break-bulk cargoes andcontainers. They are un-cellular and have holds withmoveable/stackable tween deck pontoons.

● Multi-purpose and heavy-lift vessels: Heavy-liftand multi-purpose vessels usually have wall-sided(rectangular) holds and moveable tween-decks,providing efficient stowage of a range of cargoes,using their own securing fittings. They are ideallysuited to the carriage of project cargoes. Heavy-liftvessels are commonly defined as having cranescapable of a 100 tonne single lift. The cranes areusually sited to enable tandem working.

● Bulk carriers: Vessels with a number of holdsdesigned to carry cargoes such as coal, grain, ironore etc. This type of vessel may vary in size from onlya few hundred tonnes to around 200,000 tonnes.The smaller sizes, up to around 50,000 tonnes maybe fitted with cranes for self-discharge. ● Module carriers and semi-submersible

heavy-lift vessels: Vessels with allaccommodation forward and a broad, flat deck,designed for the carriage of large modules. Loadingand discharging is via self-propelled trailers,skidding or if semi-submersible, by float-on/offmethods. Such vessels are usually fitted withsophisticated and highly responsive ballast systems(sometimes with stability pontoons) to allow fineadjustment of draught, list and trim as heavymodules are loaded.

Bulk carrier holds are not designed for the carriage of projectcargoes. The shape of the holds makes proper stowage andsecuring difficult and will require stacking and over-stows.This can and often does result in cargo damage andpotentially damage to the vessel.

These bulk carrier vessels are sometimeschartered for project cargo transport, but are notwell suited to this, as they do not have wall-sidedholds, making safe and proper stowage difficult.The crews are often not familiar with therequirements for the stowage and securing ofproject cargoes.

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● Barges: A wide variety of barge types can be usedfor the transport of project cargoes, ranging frominland river barges, to large ocean going barges,sometimes self-propelled, ballastable ‘dumb’ bargesrequiring the use of pusher or tow tugs are availablein some regions. Some are equipped with holds andhatchcovers. For larger project cargoes undergoingan ocean tow with tug, a large ‘classed’ pontoon(with a flat watertight upper deck) type barge wouldbe utilised (spoon bow and raked stern with two boxskegs). Careful consideration is required for thetype of barge, tugs, towage arrangement, likelyvoyage conditions, the characteristics of the cargoto be shipped and the proposed method of loading/unloading taking into account local conditions e.g.tidal range, currents, mooring arrangements andother aspects. The condition of the barge should becarefully assessed, in particular the condition of thestructure and essential systems (ballast system andmanhole covers).

Voyage instructionsSummary of Master and crew responsibilities

The shipper’s instructions may provide specificprecautions which should be adhered to for the safecarriage of the cargo. These may be as simple as

standard handling symbols indicating orientation orcentre-of-gravity stencilled onto a packing case or avolume of information covering every aspect of carriagefrom factory packing to on-site unpacking and theconditions which must be met during transportation toensure that a manufacturer’s guarantee is honoured.Another aspect is ‘basis of design’ and designaccelerations for heavy/project cargo (e.g. transformer,module)

The cargo insurers may require the attendance andapproval of a warranty surveyor during transportationand any recommendations made by the surveyor withrespect to the transport, must be adhered to. These donot remove or override the Master’s ultimateresponsibility for the safety of crew, vessel and cargo.

The tween-deck of a purpose built multi-purpose vessel.

A purpose built heavy-lift ship designed for projectcargoes.

Shippers instructions

The shippers may provide instructions for the safe andproper stowage and securing of the cargo. Theseinstructions may refer to matters such as whether thecargo unit can be over-stowed (i.e. can other items bestacked on top of it), the lashing and securing of thecargo (including the suitable lashing points on thecargo), the preferred stowage location (such aswhether it can or cannot be stowed on deck), therequired packing to ensure the protection of anyinternal components and protection from the elements.

For more complicated shipments, particularly those forlarge, heavy items, a detailed transport manual ormethod statement should be provided. Owners shouldensure that this is provided in a timely manner. This isnormally provided by the shippers to all relevant partiesand should document all required procedures for thesafe and proper shipment of the cargo including:

● Management of the project, responsibilities and keycontacts

A clear understanding of each party’s responsibilities andgood teamwork is key to the success of project cargotransportations.

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● Details of the cargo

● Details of the vessel

● Vessel strength and stability

● Port details

● Loading procedures, including any heavy lifts and ifnecessary, any transportation to the loading berth

● Stowage requirements

● Lashing and securing requirements, includingdetails of all lashing, securing and lifting gear

● Voyage plan, including contingency procedures andports of refuge

● Discharge procedures.

The transport manual, or method statement, should becomplied with as this defines the procedures for theentire shipment. It will have been reviewed by peoplewith the specialist knowledge required for criticalshipments, such as a marine warranty surveyor (MWS)or cargo superintendent (supercargo).

The role of third parties

Third parties may be involved in the transport of criticalitems in order to protect the interests of certain parties.The common ones are the marine warranty surveyorand cargo superintendent, also referred to as theclient’s representative.

The marine warranty surveyor (MWS)

The MWS is appointed on behalf of the cargoinsurance underwriters who insure the shipment of thecargo.

The MWS ensures that the terms of the warranty clausein the insurance policy are complied with and that theoperations are carried out in accordance with theapproved procedures as defined in the transportmanual or method statement.

Involvement of an MWS is typically where shipment ofthe cargo forms a component of a larger project,including cargo comprising of relatively small cases orcargo transport units (CTUs) through to completemodules for new infrastructure projects. In the lattercase the shipping procedure; transport to point ofshipment, lift plans and rigging calculations, sea-fastening and routing of the ship or tow will be thesubject of a series of procedures. These will have beensubject to professional scrutiny, possibly by a numberof disciplines, to ensure that calculations are provedand methods for the execution of the various aspectsare approvable in line with industry guidelines.

Subject to the approval of procedures and calculationsit is then normal for the warranty surveyor to attend andobserve loading, securing and possibly dischargingoperations to ensure that approved procedures areadhered to and to be on hand to evaluate and approveany changes to procedures necessitated by on-siteconditions.

In the case where smaller quantities of cargo are beingshipped on break-bulk or container ‘liner’ vessels thewarranty surveyor would typically consult with the chiefofficer and/or supercargo with respect to stowageposition and method(s) of securing.

In cases where a warranty surveyor attends to approveloading and securing of cargo it will be usual for acertificate of approval (COA) or letter of approval(LOA) to be issued, on completion of operations, toconfirm that the previously approved procedures havebeen adhered to or that he is satisfied with on-boardsecuring arrangements agreed with the vessel’s staff orsupercargo. The COA/LOA may have additionalrecommendations attached; for example specifyingchecks to be made on lashings, records to be noted inthe vessel’s log etc.

The supercargo / client’s representative

The supercargo, in many respects, plays a similar roleto the MWS, but usually is appointed as therepresentative of one of the parties directly involved inthe shipment such as the shipper, charterer orreceivers.

The cargoTypes of project cargoes and their maincharacteristics

Project cargoes may come in many different shapesand sizes. The following summarises the main types ofproject cargoes and their key characteristics. Alsolisted are some of the other common used terms inconnection with project cargoes.

Heavy-lift: There is no standard definition of a heavy-lift in weight terms, although the cargo insurance policymay set a weight figure as part of the critical itemcriteria (typically 50 tonnes, but may vary).

A 500T lift on a specialised vessel, loaded /discharged at safe berths may present less riskthan a 50T lift at the limits of a vessel’s safehandling capacity or loaded/discharged at berthsnot suited to handling such items.

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Break-bulk cargo: Break-bulk cargo is a muchbroader group of cargo types that refers to cargoes thatare loaded and stowed individually and not incontainers or palletised. Certain project cargoes can fitwithin this category where they may be small enough tofit inside a vessel’s holds, but require individual loading,stowage and securing.

Out-of-gauge: The term out-of-gauge refers to anycargo that has dimensions that exceed the normaldimensions of a standard shipping container.

Aspects to consider for project cargoes

What is the ‘footprint’ of the cargo? Where andhow it will be stowed on the chosen vessel must beconsidered to minimise the risk of damage and / or loss.The three-dimensional space and position must beconsidered in relation to the vessel structure and othercargo units – the stowage of project cargoes(especially those in a break-bulk format) can oftenresemble a 3-D jigsaw and must be planned as such.

Cargo group Examples Comments

Oil & gas equipment Process modules, accommodation Can be very large units weighingunits, sub-sea equipment, topsides, thousands of tonnes decks, complete platforms / jack-ups

Refinery and petrochemical Cooling towers, flash towers, May have large dimensions, oftenplant equipment storage tanks, pipe-racks, reactors, deck space intensive

towers and similar

Renewable energy Wind turbine blades (carried in racks), Wind turbine blades (usually carriedequipment nacelles foundations, mono-piles. in racks) can be affected by

Tidal turbines. Power cables (on longitudinal bending of the vessel due tonon-specialist vessels) their length. Hence, careful stowage

and securing is required to avoid this

Modules and pre-assembled Often for oil & gas installations or Often pre-assembled into largeunits refinery/petrochemical plants, such structural framework for which

cargoes may include living quarters, careful lashing, securing and bracingpre-assembled machinery, generator is required to avoid distortionsets, large pipe racks

Port handling equipment Typically cranes and material May consist of a framework,handling equipment such as large requiring careful lashing, securingcontainer gantry cranes, ship-loaders, and bracing to avoid distortion.mobile harbour cranes, rubber tyre Some units may have low lift stabilitygantry (RTG) cranes, reach stackers

Port construction May include pre-assembled itemssuch as link-spans, jetty platforms,cat-walks, dolphins, single buoymoorings

Floating cargo A wide variety of vessels and craft, Careful lifting sling positioning andsuch as tugs, small ferries, yachts restraint requiredand super-yachts, small naval craft

Rolling stock and heavy Locomotive engines and carriages, Often included as break-bulkmachinery wheeled and tracked vehicles such project cargo. Proper stowage and

as material handling lorries, excavators, securing requiredtrucked equipment such as mobilecranes, drilling rigs etc. Miningequipment, factory equipment

Power plants and power Large generators, conductors,generation equipment transformers and similar

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The stowage plan should consider the following:

● Is shoring required to hold the unit in position?

● Can enough lashings with sufficient scope be run toresist the forces that will be experienced?

● Its orientation with regard to any principal axes ofstrength in the cargo to the largest forces that will beapplied to it?

● Can the cargo have other cargo stowed on top of it(over-stow); what is the weight limit for over-stow?

● Does the cargo need to be carried on deck? Doesthe charterparty or fixture specify whoseresponsibility and risk this is, as often owners willnot wish to carry the risk for deck-cargoes?

● If carried on deck, is there a risk of greens seasaffecting the cargo – is forward on the deck the rightposition for the unit, does it overhang the vessel’ssides (significantly increases the risk of cargodamage)?

Lifting and securing points: The cargo must besupplied with appropriate lifting and securing points,particularly for large and heavy items. If the cargo unit isnot supplied with adequate lifting / securing points,then attempts can be made to lift and secure the cargo

in the best manner possible. However, if this is felt topresent any risk of damage to the cargo (itself orsurrounding), a note of protest should be issued at thetime of loading. If the risk is felt to be significant (to thecargo unit, cargo as a whole or the vessel), then thecargo should be rejected.

Project cargoes require clear positioning and stowage. Careis required to ensure that all units in the stow can be properlysecured.

Lifting and securing lugs (pad-eye) should not be subjectedto forces out of plane of the eye as this will damage the eyeand may lead to failure of the lashing.

The cargo lifting / securing points should be assessedto confirm that they are strong points and not merelyattached to a protective cover, that they are structurallysound (are they intrinsically part of the unit), are they inplane to the principal forces to which the cargo is goingto be subjected to (taking due account of the unitsposition and orientation in the stow).

Cargo condition: The cargo unit, no matter its size,must be adequately packed and covered for its voyageto protect it from damage. If contained within an outercasing or protective packaging (e.g. wooden box), thecasing must be secure, well fixed to the cargo unit so itdoes not come loose and cover all required parts of theunit. The unit should be well secured and packed withinthe casing.

If shipped without an outer protective casing, carefulpackaging and covering of any vulnerable parts orcomponents is necessary to prevent damage fromimpacts and corrosion. Certain cargoes (such as coils,transformers, turbine components and similar) may beparticularly liable to internal damage as they aresensitive to accelerations. These units must be properlypacked, secured (including all internal components)and if necessary monitored during the voyage. Advicefrom the manufacturer and / or relevant specialistsshould be sought.

Any project cargoes shipped inside containers or othercargo transport units (CTUs) should be adequately

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✗Line of tensionforce fromsea-fastenings

Plane of thesecuring point

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packed (stuffed), with appropriate shoring and internalsecuring, as with normal containerised transport.

The cargo should be inspected at loading and anydamage recorded and noted.

accurate’. Almost by virtue of their definition, heavy-liftand project cargoes are more than averagely valuableand the consequence of their damage or lossproportionately more serious.

The weight and centre of gravity should be marked oneach side of the cargo unit such that it is immediatelyvisible.

Cargoes should be well packed and properly secured insideCTUs. Failure to do so, can lead to extensive damage to theCTU, surrounding cargo and even the ship itself.

Damage to the cargo observed on loading, even if only topackaging, should be noted and recorded.

Cargo information: Each cargo unit should besupplied with the appropriate documentation thatprovides the necessary information to ensure safetransportation. The general standard for project cargoinformation should always be ‘comprehensive and

The documentation must include the accurateweight of the cargo unit, the accurate location ofits centre of gravity (particularly important forheavy-lifts and possible off-centre units), itsdimensions and details of the safe slinging, liftingand securing points. Of course, it is also vital toknow what the cargo is.

The vesselThe cargo securing manual

All ships carrying cargoes other than solid or liquid bulkcargoes are required to carry and maintain a ‘shipspecific’ cargo securing manual (CSM). It is amandatory requirement of SOLAS and the CSS Codeand will be approved by the vessel’s flag state.

The purpose of the CSM is to set out the proceduresand standards for the securing of cargo, taking intoaccount the type of cargo, the characteristics of thevessel and conditions that may be encountered. It isintended to be a ‘manual’ and contain the relevantinformation and guidance to assist the crew in properlysecuring the cargo.

Guidelines for the production of the CSM have beenpublished by IMO and various classification societies.In general, the CSM should provide documentation on:

● The securing devices carried on board (number,strength, inspection regime and maintenance) andarrangements

● The stowage and securing of non-standardisedcargo, including evaluation of the forces and theappropriate calculation methods for determining therequired cargo securing capacity

● The stowage and securing of standardised cargounits (e.g. containers), including securing devices,stowage requirements and evaluation of the forcesacting upon the cargo units.

Vessel stability

The vessel must comply with the IMO Code on intactstability at all times. For large, heavy cargoes, it will also

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be required that the Intact Stability Code is compliedwith during all stages of the loading and dischargeoperations. Therefore, the vessels stability should bechecked for all key stages of the proposed loading /discharge sequences. This will include any liftingoperations (cargo unit at furthest extension and highestcrane boom position) and ‘drive-on’ (using self-propelled modular trailers for example) or floatingoperations (with semi-submersible vessels).

Where relevant, the effect of a stability pontoon shouldbe included in the calculations.

For high value / long replacement time cargoes and / orif the voyage route is deemed to be high risk, additionalstability checks will be required for a damaged state(e.g. a 1 compartment flooded condition). Also, eventhough a vessel may meet the IMO intact stabilitycriteria, it may be considered that the vessel has toolittle (tender) or too much (stiff) stability.

Vessels with heavy deck cargoes may have a highcentre of gravity (CG) and hence a small metacentricheight (GM). This will result in a slow roll period,(tender) and she will linger at the maximum angle. Theextended roll period increases the forces on the cargoand hence the securing devices.

Vessels with heavy cargo stowed low in the holds mayhave a low CG and hence a large GM. This results in afast roll period (stiff) and she may roll violently. Thisviolent motion increases the forces acting on the cargoand hence the securing devices due to the increasedaccelerations.

Consideration should be given to the weatherconditions that the vessel may experience on voyage.For exposed, open ocean voyages, where bad weatheris a possibility, the effect of the vessel’s loadingcondition (GM and drafts) on her motions should beconsidered and any negative effects mitigated as much

Rough weather combined with a high GM can result in violentmotions, which if not properly planned can result withdamage to or loss of the cargo!

Project cargoes for the oil industry, loaded onconventional vessels invariably include a quantityof drill and casing pipe. This, by its nature has tobe bottom stowed in the holds, and the result isalways a high GM, with its associated short rollperiod. In some cases this is as low as 7-8seconds, which can result in violent rolling. Highacceleration forces can and will be exerted ontween-deck and deck cargo lashings, and thisshould be taken into account during the planningand loading phase. Because the project cargoescan be relatively light but have a high volume,there is seldom sufficient deadweight in the wholeconsignment to bring the vessel down to areasonable draft that will provide full propeller andrudder immersion. Hence, some bottom ballastwill still be needed, which further increases theGM. Pumping out this bottom ballast will makelittle difference to the roll period, and will makethe vessel difficult to handle in adverse weather,and steering or maintaining a certain heading willbe more difficult. With a lighter vessel there is theadded risk of main engine shutdown, as thegovernor will be working harder to avoid engineover-speed.

On conventional vessels an ideal roll periodwould be in the region of 15-20 seconds. Alonger roll period, resulting from a too-low GM,will mean that the vessel will ‘hang’ at themaximum angle at the end of each roll, and anyshift of cargo could result in loss of GM and thevessel reaching angle of loll, with no prospect ofrecovery without resorting to ballasting bottomtanks.

To summarise: the nature of the cargo will dictatethe final GM, although consideration should begiven during the planning phase to loading asmany heavy units high up in the tween-decks, oron deck if permitted, to counteract the effect ofthe drill and casing pipe consignments in thelower holds. This will not be possible in the caseof bulk carriers being employed to load projectcargoes, as the heaviest units will have to bestowed directly over the pipe stows, or on theremaining tank-top areas in the holds, furtherincreasing the GM. See also ‘vessel suitability’.

as possible. It is important to minimise the motions onthe vessel (including possible wind heeling) as far aspractically possible.

Vessel strength considerations

The vessel will have defined weight limits for the tank-

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top, tween-deck and hatchcovers (tonnes per squaremetre). It is important that these limits are adhered to,particularly with heavy cargoes and this must beconsidered in the stowage planning.

For heavier cargo units, they should be placed over theframes of the vessel and additional load spreading maybe required. Load spreading can range from dunnageor wooden mats, to steel grillages for heavier unitswhich spread the load into the surrounding structure ofthe vessel. The grillage should be designed to take boththe static weight of the cargo unit and the dynamicloads to which it is subjected on voyage. In many casesmore sophisticated FEM software (ANSYS, Staadpro)is used to determine ‘hot spots’ in structural membersof the vessels, whilst stowing heavy lift cargo. Howeverthis approach is exercised by naval architects orstructural engineers, which are either employed‘in-house’ or outsourced.

Where structural reinforcements, grillages or any otherwelded modifications are required, then the proximity tothe vessel’s bunker tanks or any other flammablesource must be considered and the appropriate hotwork procedures followed.

As per normal vessel operations, the longitudinalstrength of the vessel (shear forces and bendingmoments) must be checked for all key stages of theloading and discharge operations and for the voyagecondition. Project cargoes are typically volume limited(rather than weight) and hence the shear forces andbending moments, are usually within the vessel’spermissible limits.

Securing points

The securing points fitted to the vessel and thesurrounding structure to which they are fitted must be

strong enough to withstand the loads (static anddynamic) imposed by the cargo during the voyage. Thisis particularly important in the case of ‘hard’ sea-fastenings such as welded stoppers.

When sea-fastenings fail under excessive vessel motions,the violent motion of large, heavy project cargoes can causeextensive damage to the vessel structure. Side-shell plating(in way of cargo holds), deck structures and hatchcovers areparticularly vulnerable to damage. The repairs can causeextensive delays.

Load spreading ‘mats’ to protect the structure of the vessel.

Lashing wires with sufficient scope and clear working space.

The positioning of sea-fastenings must beconsidered in relation to any adjacent cargo holdsor bunker tanks and the requirements foradditional securing points (e.g. D-rings) or hardstopper type sea-fastenings. Where welding isrequired for sea-fastenings and deck-fittings, ‘hotwork’ procedures must be followed, particularlyin respect of any welding in way of bunker tanks.Welding over or against fuel tanks is known tohave caused many fires.

The securing points should also be located such thatthere is adequate room for the securing device tooperate effectively. For wire lashings, the lashingshould have a clear line between the cargo unit and thesecuring points on the vessel and must not run aroundcorners of vessel structure or other cargo units.

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Cranes and lifting devices

The vessel’s cranes and lifting devices are of criticalimportance in the loading and discharge of projectcargoes.

The maintenance of cranes and the operationalprocedures applied are critical to their safe operation.There are numerous examples of heavy-lifts beingdropped due to failures of cranes and / or pooroperational practices. The manufacturer’srecommendations for maintenance should be followedand full records kept. The classification societyinspection history and maintenance records (e.g.‘rocking’ test results) are often requested for review.

A very significant factor in incidents relating to cranes isthe skill and experience of the operators. Heavy-liftsand in particular tandem lifts (using more than onecrane at the same time to lift a unit) require experienceand the appropriate training. It is recommended thatsuitable training be given to all potential craneoperators.

Examples of D-rings properly welded to deck (left) and poorlywelded onto bulkhead (right).

The manufacturer’s recommended operatingprocedures should be followed and the cranesoperating limits adhered to rigidly.

Careful maintenance of the cranes wires is alsorequired, with regular inspections (full records shouldbe kept) and defective wires replaced as necessary.

The vessel’s cranesare of criticalimportance to thesafety of operationsand all componentsshould be thoroughlymaintained andregularly inspected.A crane failure during a heavy lift will be catastrophic!

Loading and dischargeThe responsibilities of each party must be agreed anddocumented prior to commencement of operations andshould set out the chain of responsibility, persons incharge and contact details for all relevant persons.

Instructions / information from shippers

The shipping note provides details of the contents of acargo consignment to carriers, forwarders andreceivers (see ‘Voyage instructions’ – ‘Shippersinstructions’ page 6).

Industry guidelines and best practice

For any cargo movement, in particular for loading anddischarge operations, a full and detailed plan must beproduced and adhered to. The plan should take dueaccount of the requirements and recommendations ofindustry best practice guidelines and rules (see section‘Relevant regulations, codes and guidelines’ page 3).

Heavy-lift equipment and relevant requirements

Lifting gear may include wires, shackles, spreaderbeams, lifting blocks /hooks and should bedocumented onboardthe vessel or with thecrane (if shore-side). Alllifting equipment shouldbe certified and its safeworking load (SWL) or

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possible test lifts to ensure stability (insurance policycoverage should be checked in this case).

All crane lifts should be carefully assessed to ensureadequate clearances with the cargo unit itself, vesseland port infrastructure. Tandem crane lifts must beplanned in detail to ensure the correct synchronousmovement of the cranes.

Limiting conditions and external influences

The lift should have limiting conditions imposed on it toensure that the design loads for which it is rated are notexceeded. These will include limiting wind conditions,vessel motions (which may differ for in-harbour andoffshore operations) and where positional accuracy isimportant, the lift may be limited to daytime hours only.

Significant crane slewing (rotation) and other horizontalmotions should be assessed to ensure that the dynamicloads imposed are within the capacity of the liftingsystem. Similarly, lifting in to and out of water imposesadditional loads on the lift and must be assessed.

Reference should be made to the relevant industryguidelines for the determination of these loads (see‘Relevant regulations, codes and guidelines’ page 3).

Loading sequence and trim, ballasting

During loading and discharge operations, it may benecessary to carefully manage the vessel’s drafts andtrim. This is particularly important for ‘drive-on/off’ and‘float-on/off’ operations. Careful ballasting is requiredto ensure that the required drafts and trim aremaintained during the course of the operation and thisshould be properly calculated and documented. Theballast tank and pump capacity of the vessel should bechecked to ensure that it is adequate, particularly forbarge transports.

Other loading methods

● Float on/off: This method of loading anddischarging is employed by semi-submersibleheavy-lift vessels and submersible pontoon barges.Cargoes may include offshore platforms, jack-ups,other vessels (e.g. barges, tugs etc) and largeproject cargoes that are suitable for ‘wet’ loading /discharging. These vessels can be expensive tocharter, but provide a safe and relatively fast optionfor transportation.

● Skid-on/off: Pontoon barges, module carriers andsemi-submersible heavy-lift vessels are commonlyloaded by cargo being skidded into position. Largeoil & gas units (e.g. topside modules) are oftenloaded by this method. These are typically bespoke

Case study: The lifting of units with a high centreof gravity (CG), can be challenging. In this case,the rigging arrangement was incorrect andallowed the crane to tip, which was initially causedby a strong wind gust. Because the stability of thelift was marginal, once the crane had started to tip,there was no means to restore it to upright in therigging plan and it fell onto the deck of the vesseland quayside, causing significant damage to both.

working load limit (WLL) and minimum breaking load(MBL) documented and made visible on the item itself.

Lifting lugs / eyes on the cargo unit should be located toprovide a stable lift, accounting for any offset of theunit’s centre of gravity. They must also be strong enoughfor the lift, including any dynamic lifting loads (see ‘Thecargo’ – ‘Aspects to consider for project cargoes’ page8). All lifting gear and lifting points on the cargo shouldbe inspected before commencing the lift.

Lifting and rigging plans

For any heavy-lift, it is essential to properly develop anddocument a lifting plan that should define theprocedures for the lift andprovide accurateinformation on the centre ofgravity of the unit, theproposed lifting spread tobe employed and thecalculation of the riggingstability (the lifting triangle).It should document theloads expected to beexperienced and the safetyfactors used in selecting thelifting gear. It should alsoassess the need for centreof gravity corrections (e.g.use of water bags) and

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operations allocated to a specialised contractor.

● Roll-on/off: Wheeled cargoes can be driven ontoand off the vessel. Many project cargoes are loaded/ discharged using self-propelled modulartransporters (SPMTs). SPMTs provide a flexibleloading / discharge method and are capable ofdealing with inclined and uneven routes.

Other matters

● Ground-bearing pressure: The ability of the loadpath (ashore) to withstand the weight passing over itwithout undue deformation, which might result indamage to the load path and/or a loss of stability ofthe load-transporting equipment. This can also be afactor with lifted loads, especially where a highcapacity mobile crane is utilised. The loadingcapacity of port facilities should be determined andaccount taken of any damaged or degraded areas.Repair and/or consolidation may be required toprovide a usable load-path over which a heavy unitcan be skidded or driven, or a crane safely located.The transport of the unit to the load port andonwards from the discharge port must also beconsidered. A route survey may be required.

● Transhipments: Transhipment of cargo should,under ideal circumstances, be avoided as generallythe cargo is at its most vulnerable when beinghandled. However there are circumstances when itcannot be avoided. Transhipment operations(especially vessel to vessel) require very detailedand careful planning.

● Barge transport: Whilst there are heavy-transportvessels capable of carrying modules of 2-3,000tonnes quite often towed barge transport is the only

reasonable solution to heavy lift transport, especiallywhere large and heavy structures are concerned.These may include container cranes, large tanks orjackets and decks for offshore installation. Bargetransport is inevitably slower than the use of anequivalent vessel. It will also require the fixture of asuitable towing vessel and may require moresophisticated voyage planning where a tow islengthy or transits through known hazardous oradverse weather areas. Barge transports should becarefully planned as they are generally a higher riskmethod.

Management of operations

For any loading and discharge operation, the planningof the operation must include provision for hold pointsduring the operation and ‘toolbox’ talks. These help toensure the safe progression of the operation and that allpersons involved understand the next steps,responsibilities and so forth.

Appropriate risk assessments including HAZID/HAZOP meetings should be carried out, which shouldinvolve all relevant parties and be approved by all. Thisshould also include ‘management of changes’ (anydeviations from agreed procedures) to be documentedand agreed by all parties.

Barge transports and loading / discharge by non-lifting methods requires specialist expertise and knowledge.

Stowage requirementsAs described on page 5, different vessels types arebetter suited to certain types of project cargoes.

They all have their specific advantages and

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disadvantages, but in general the specialist heavy-liftvessels will be more expensive to charter, but are bettersuited to the cargo types typically shipped andtherefore the overall shipment is safer. Cheaper vesselssuch as bulk carriers or general cargo vessels are oftenemployed as they are seen as cheaper. However theyare not designed to carry these types of cargoes andtheir use often leads to increased costs, either due tocargo damage claims or the extra design and workrequired to make the cargo shipment as safe aspossible – this tends to nullify the perceived costbenefit.

Clearly, very large cargo units will require sufficientlylarge amounts of deck space and this often dictates thechoice of vessel to those with the required deck space– usually specialist heavy-lift ships. This often meansthat the cargo is placed on deck and not in the holds.Suitable protection from the elements is then required.Deck cargoes will often be specified as being carried atshipper’s risk and it is important to note this and takeaction accordingly.

Cargo securingCargo securing equipment

Cargo securing gear may include lashing wires, weblashings, chains, D-rings, turnbuckles, shackles. Inproject cargo terms these are often referred to as ‘soft’lashings and as with the lifting gear, all of the equipmentfor cargo securing should be certified and printed withits SWL and MBL documented and visible. If carried bythe vessel, the CSM should provide a full inventory ofthese items.

Large cargo units will need to be carried on deck, requiringspecial planning of the stowage, required sea-fastenings (toallow for the higher CG) and protection from the elements.Stowage on forward hatchcovers is not advised unlessabsolutely necessary as vessel motions (in particular, pitchmotions) are greater in this location and there is a higher riskof impact from seas shipped on deck.

Also applicable are ‘hard’ sea-fastenings such asstoppers, braces etc, which are often constructed fromsteel plating and / or beam sections and welded to thevessel. These are typically used for larger, heaviercargo units and are usually used only once.

As with lifting gear, securing equipment should be wellmaintained and regularly inspected. Records of theinspections and maintenance should be retained. Priorto use, all securing gear should be inspected and ifdamaged, should not be used and should be replaced.

Types of securing

Wire lashings (direct or looped): Most commonform of cargo securing, easy to stow (but must bewound / unwound properly), easily adaptable to shape

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of cargo versus deck / hold lashing points, tension canbe maintained on voyage (with turn-buckles or similar).Requires regular maintenance, can damage cargo sosheathing protection required, susceptible to damage,must be rigged properly to get full load capacity, needsre-tensioning during voyage (often difficult to determinewhat tension is), large number of wires required forlarger, heavier items, can be difficult to handle, separatewires required for sliding and tipping resistance.

Web lashings: Better suited to smaller/ lighter cargounits and where cargo unit does not have dedicatedlashing points, re-useable and easy to stow, softmaterial minimises damage to cargo, tensions with

ratchet, easy to handle. Prone to chafing damage,limited strength so large number required, even formedium sized units,

Web lashings may sometimes be used for smaller, lighter project cargoes, typically because they are cheaper than wires.However, they do not provide the strength that wire lashings do and are prone to chafing damage. Securing cargoes using weblashings like this (below right) will damage the webbing and reduce its effectiveness.

Lashing chains need to be properly tensioned and henceneed to be secured to appropriate securing points to enablethe tension to be created. The chains shown above providegood tipping restraint but minimal sliding restraint due totheir high angle.

As a general rule soft lashings will have theirgreatest effect if attached close to the plane ofthe centre of gravity of the item (subject to thestructure of the item being able to withstand themotion forces expected) with angle of lashingsas close as possible to 45o to the deck

Chains: Can provide higher strength capacity, lessmaintenance than wires, harder to handle and stow,difficult to keep taught, if loosens when using ratchettensioners, chain will loosen in steps (by link) ratherthan gradually, potentially resulting in loss of tension,suited to stronger securing points, separate chainsrequired for sliding and tipping resistance.

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Sea-fastenings: Can include hard stoppers andbraces, typically of steel construction and with weldedconnections to the vessel decks. Can providecombined resistance to sliding and tipping, can bedesigned to resist very large forces, well suited to large,heavy units of non-uniform shape. Requires properdesign and engineering, higher cost and time toconstruct. Needs qualified welding contractors andnon-destructive testing (NDT), care is required toensure vessel’s structure can take the imposed loads.

Securing methods

The options for the method of securing the cargo unitshould be assessed and the most appropriate selected.This is typically undertaken by the charterers but issubject to the provisions of the charterparty. It istherefore important that each party understands theirspecific responsibilities. The vessel’s Master shouldalso ensure that he / she is satisfied with the cargosecuring and should note any defect or concern aboutthe proposed arrangements.

Certain cargo types, particularly large heavy items orunits that cannot absorb any stresses, will dictate thatcertain types of sea-fastenings are required andwhether ‘hard’ or ‘soft’ sea-fastenings must be used.

Hard sea-fastenings are those such as weldedstoppers, braces and similar that are connected to thevessel’s decks and will provide restraint of the cargoand spread loads into the surrounding structure of thevessel. Equally, if there is a direct connection (e.g.welded, pad-eye etc) to the cargo unit, they may impartstresses on the vessel to the cargo unit. In particular,this can occur with cargo units of sufficient length thatlongitudinal bending and deflections of the vessel areimparted into the cargo unit. Careful design of the sea-fastenings are required to ensure that this avoided, or ifunavoidable, that the stresses imposed on the cargoare within the capacity of its own structure. Hard sea-fastenings will typically provide a greater restrainingcapacity and so are better suited to larger, heavier units.

Dunnage, shoring: Wooden dunnage is required tobe placed on the vessel’s decks underneath the cargo.This is to provide greater friction between the cargoand steel deck and to assist load spreading. Dunnage isnot used where the cargo unit is sat on a grillage orsimilar, which is designed to spread the load, but maybe used as shoring or bracing to help position andmaintain the cargo unit.

The dunnage used should be of good quality solidwood and not be of plywood type or similarconstruction. It should ideally be of horizontal grain (andnot curved) to minimise the risk of splitting.

Where cargo units may incur deflections due to thelongitudinal bending of the vessel, the sea-fastenings mustbe carefully designed to minimise the loads imparted into thecargo unit. More complex sea-fastening designs are requiredbased on specialist expertise. It is therefore important thatsufficient time is allowed in the project for the proper designprocess to be carried out.

Soft sea-fastenings are those such as wires, straps etcwhich provide some restraint, but also have some‘give’. This ‘give’ is useful in avoiding the transfer of

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vessels stresses into the cargo unit, but also means thatthe tightness of the securing needs regular checking toensure that they do not come loose. Soft sea fasteningsare generally cheaper and more convenient to use.

The design of the sea-fastenings must provide restraintagainst sliding and tipping in both transverse andlongitudinal directions as well as against uplift. Thedesign philosophy for the sea-fastenings should not mixhard and soft sea-fastenings in each mode of restraint,e.g. there should not be a mix for sliding or tippingrestraint, however, each can employ different methodssuch as hard for sliding and soft for tipping.

For soft restraints, the optimum angle for slidingrestraint is about 25 degrees to the deck, whilst fortipping restraint, the optimum angle is about 45-60degrees. Hard sea-fastenings should be designedconsidering all relevant forces and stresses (and notjust one mode of forces)

If necessary, bracing may need to be installed on thecargo unit to prevent distortion of the cargo unit underthe loads experienced in a seaway. This is particularrelevant for frameworks (e.g. modules for oil & gasinstallations) and large gantry cranes (e.g. containercranes, RTGs etc).

Where welding is required to construct the sea-fastenings, it must be ensured that this is not over oragainst any fuel tanks and that normal hot workprocedures are followed. The welding must be of a highstandard and it is normally required that specialist, fullyqualified welders are employed to complete thewelding of sea-fastenings. The welds must be tested to

ensure that there are no defects and non-destructivetesting (NDT) inspectors are used for this. The amountof NDT required varies, depending on the complexityand criticality of the project / cargo, but it is normallyrequired that a minimum of 20% of all welds is requiredand in some cases, 100% of all welds may be required.In addition to any NDT testing there should always be a100% visible inspection of all seafastening welds.

It is essential that the welders and NDT inspectors areproperly trained and qualified.

Examples of welds, showing very poor quality welding (top left), D-ring after NDT inspection which was passed (right) andsea-fastening weld to deck that failed the NDT inspection due to the presence of weld cracks (bottom left).

The voyageThe voyage plan

The voyage plan should be critically assessed for theroute, likely weather conditions (affecting cargostowage and securing), proximity to areas of navigationdanger, exposure to weather conditions (duration andhow open the area is) and areas of known piracyactivity. Different criteria will apply for open oceanvoyages, compared to sheltered voyages of limitedduration. Considerations should be given to the use ofweather routing. Adequate fuel reserves should bemaintained on board the vessel for the duration of thevoyage. The usual recommended minimum reserve is20% or 5 days fuel reserves

The current best management practice plan foravoiding piracy risks should be followed (BMP4).

The voyage route should include contingency plans incase of emergency events or forecasted weatherexceeding the limits defined in the stowage and sea-

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fastening calculations. Ports and areas of refuge shouldbe identified and should ideally be reachable within areasonable accurate weather forecast time (2-3 dayssailing usually).

During the voyage, the stowage and securing of thecargo should be regularly checked (as far as safelypossible) and any lashings tighten if they have loosened.

Where a marine warranty surveyor (MWS) is involved,the vessel will be required to provide daily reports ofvoyage progress and reporting on the condition of thecargo. This is usually a small addition to the normalreporting process for owners and charterers.

Voyage reporting

Reporting requirements and requirements of third partysuch as warranty surveyor / cargo interests (incl.checking of securing, reporting procedures etc).

A MWS may provide a certificate or letter of approval toconfirm that the vessel can depart and that allprocedures have been complied with. The certificate /letter may contain a number of recommendations whichmust also be complied with as a requirement of thewarranty for the insurance policy. The recommendationswill typically include limiting weather conditions for thevoyage, the requirement to regularly check the sea-fastenings, and reporting requirements

A certificate or letter of approval may also be providedfor critical operations such as heavy lifts or load-out /load-off.

Record keepingAs with any cargo handling, it is important to keeprecords of the operations, both for log entries and futurereference. It is recommended that the crew make notesof the operations as they progress and whilst on voyage.Handwritten notes (or crew’s notebooks) should beretained in the normal fashion. For more complicatedcargoes, the notes should be extensive and represent apro-active approach – just providing basic log entries isnot informative.

With the proliferation of digital cameras and high qualitycameras incorporated into mobile phones, duty officersshould be encouraged/instructed to take as manyphotos as possible, especially during loading. Videoclips of critical heavy lift operations can also be taken.Photos and video clips are particularly helpful toinvestigators and experts in case of cargo loss orcollapse, and could help protect interests in case oflitigation.

RecommendationsAllianz AGCS and the UK P&I Club would alwaysrecommend the procedures contained within thisdocument are always followed and whenever doubtsarise that the appropriate expertise is sought, consultedand appointed as necessary.

For further information and guidance please contactany of the undersigned:

Graham BellMaster Mariner MNI MBACSGlobal Project Cargo SpecialistSenior Risk Consultant Marine, ARC MarineAllianz Global Corporate & SpecialtyDirect: +44.1904.4897400Email: graham.bell@allianz.com

Capt. Rahul KhannaGlobal Head Marine Risk ConsultingARC MarineAllianz Global Corporate & SpecialityDirect: +44 (0) 20 3451 3154Email: rahul.khanna@allianz.com

Karl LumbersDirector – Loss PreventionUK P&I ClubDirect: +44 20 7204 2307Email: karl.lumbers@thomasmiller.com

Other relevant publicationsThomas’ Stowage, Captain G.M. Pepper, publ. Brown& Son, 2012;

Cargo Work for Maritime Operations, D. J. House,publ. Elsevier 2005;

Lashing and Securing of Deck Cargoes, Captain JRKnott, publ. Nautical Institute, 2004;

Survey and Examination of Ships’ Lifting Appliances,publ. UK P&I Club and Lloyd’s Register

http://www.ukpandi.com/knowledge/article/survey-and-examination-of-ships-lifting-appliances-3645/

ACKNOWLEDGEMENTS:

Simon Burnay MEng (Hons) MRINAConsultant Naval ArchitectTel: +44(0)207 083 7188Email: s.burnay@cwaves.co.ukWeb: www.cwaves.co.uk

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Key pointsProject cargoes require special attention duringloading and transportation. Specialist knowledge andexperience in the shipment of such cargoes isrequired to fully plan and engineer a safe projectcargo shipment. All operations need to be carefullymanaged with agreed responsibilities, riskassessments and toolbox talks.

Vessel types and suitabilityProject cargoes typically require specialised vesselswith sufficient deck space, heavy-lift capability,‘tween-decks’ and ‘wall-sided’ holds. Multi-purposeor heavy-lift vessels are best suited. Bulk carriers arenot suited to this task and this has resulted in largecargo damage claims.

Responsibilities

● The successful transport of project cargoesrequires good teamwork

● The responsibilities of each party should bedefined and agreed (shipper / charterer / vesselowner / receiver / contractors)

● A proper transport manual or method statementshould be prepared and agreed by all parties

● A marine warranty surveyor (MWS) may beinvolved, on behalf of cargo insurers.

Key rules and guidelines

Mandatory

● Charterparty requirements

● Flag state / Classification society rules

● Stability regulations: Intact and damaged

● IMO CSS Code / Vessel Cargo Securing Manual

● CTU packing guidelines.

Guidance

● DNV-GL Rules for Marine Operations

● DNV-GL Noble Denton Guidelines.

Annex:Useful checklist for transportation of project cargo

Cargo condition

● The cargo must be adequately packed andprotected for its voyage to protect it from damageduring sea transport

● Cargoes shipped inside containers should beproperly packed (stuffed), with appropriateshoring and internal securing

● The cargo should be inspected at loading and anydamage recorded and noted

● The cargo must have adequate number andstrength lifting and securing points.

Cargo footprint and stowagelocation

● Project cargoes are often high volume, butrelatively low deadweight

● The ‘footprint’ of the cargo is often large and doesnot allow ‘over-stow’;

● The positioning of the cargo and its sea-fasteningsmust be considered in relation to the strength ofthe deck, lashing locations and securing points,any adjacent cargo holds or bunker tanks and therequirements for protection from the sea /elements;

Cargo securing

● Sea-fastenings must provide restraint againstsliding and tipping for transverse, longitudinal anduplift motions;

● The vessel must have adequate securing points(D-rings etc) to provide adequate securing for thecargo. Where securing points are being fitted,follow normal hot work procedures and considerthe location with respect to fuel tanks etc;

● All securing gear must be rated for its SWL, MBLand have an inventory;

● ‘Soft’ sea-fastenings (e.g. wire lashings, chainsetc) are adaptable, cost effective, reusable andeasy to maintain. Proper rigging and re-tighteningon voyage is required.

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How to handle projectcargoesGuidance on how to safely load, stow, secureand discharge heavy-lifts and project cargoes

UK P&I CLUBIS MANAGEDBY THOMASMILLER

● ‘Hard’ sea-fastenings (stoppers etc) are effectivefor sliding restraint and larger items, but generallyonly useable once and may require specialistdesign and fabrication

● ‘Hard’ and ‘soft’ sea-fastenings should not bemixed in each mode of restraint, e.g. there shouldnot be a mix for sliding or tipping restraint.

Heavy-lifts

● A detailed lifting plan is essential. It shouldaddress rigging arrangements, safe working loads(SWL), lifting points and the stability of the lift

● Cranes must be well maintained, followingmanufacturer’s recommendations. Operatinglimits should be adhered to

● Heavy-lifts and in particular tandem lifts (usingmore than one crane) require experience andappropriate training.

Vessel strength/load spreading

● Consideration must be given to the vessel’s loadlimits for hatchcovers, tween-decks, tank tops etc;

● Heavy cargo units should be placed over theframes of the vessel and additional load spreadingmay be required (grillages)

● Wooden dunnage (solid wood of good quality)should be used to provide friction and assist loadspreading

● The global longitudinal strength of the vessel mustbe checked for all key stages of the loading anddischarge operations and for the voyage condition

● For long cargoes, care is required to avoidtransferring vessel longitudinal bending loads intothe cargo. Specialist expertise may be required todesign the sea-fastenings.

Vessel stability

● The vessel must comply with the IMO Code onintact stability at all times. Damaged stabilityscenarios should also be assessed for high valuecargoes

● Even if the IMO intact stability criteria are met, avessel with high GM will be ‘stiff’ and impart highforces to the cargo. The design of theseafastenings must consider this and efforts madeto reduce GM

● The use of ‘slack’ ballast tanks to reduce GM ispoor practice and can lead to structural damage.

Voyage planning andcontingencies

● The voyage should be critically assessed for theroute, likely weather conditions, areas ofnavigation danger, exposure to weather, as well asareas of known piracy activity

● The voyage route should include contingencyplans in case of emergency events or forecastedweather exceeding the limits defined in thestowage and sea-fastening calculations

● During the voyage, the stowage and securing ofthe cargo should be regularly checked (as far assafely possible).

How to handle projectcargoesThe annex above is also available ina handy, pocket-sized aide memoire– part of the ‘How to’ series.For copies, contact the LossPrevention Department atThomas Miller P&I Ltd.

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For further information please contact:Loss Prevention Department, Thomas Miller P&I LtdTel: +44 20 7204 2307. Fax +44 20 7283 6517Email: karl.lumbers@thomasmiller.com