UK P&I CLUB

Project cargo matters

Guidance on how to safely load, stow, secure and
discharge heavy-lifts and project cargoes

UK P&I CLUB
IS MANAGED
BY THOMAS
MILLER 1
Introduction Index
This publication is the result of joint industry Topic Page
collaboration between the risk management/marine
risk control departments of the UK P&I Club and
What is project cargo? 3
marine cargo insurers Allianz AGCS with expert
independent input from Cwaves, a London-based
Why is special attention required? 3
marine surveying and consultancy company.
Relevant regulations, codes and guidelines 3
This collaboration came about due to increasing
concerns about the lack of expertise, skills and
Vessel types and suitability 5
resources being deployed in this complex area of
shipping activities and a repeated number of
Voyage instructions 6
significant damage losses to ships and cargoes
combined with a series of near miss incidents in
The cargo 7
recent years.
The vessel 10
The information contained in this publication is
intended to provide guidance only and is not
Loading and discharge 13
intended to replace, nor should it be used for,
specific expert advice on the transportation of
Stowage requirements 15
project/heavy lift cargoes.
Cargo securing 16

The voyage 19

Record keeping 20

Recommendations 20

Other relevant publications 20

Acknowledgements 20

Annex:
Useful checklist for the transportation
of project cargo 21

2
What is project cargo? planning of the operations is required for the transport
to the load-port, loading, stowage, securing and
discharge of the cargo.
“Cargo or equipment that may be large,
heavy or out-of-gauge, requires specialised
stowage, lifting, handling, may consist of
Why is special attention
high value or critical items and typically required?
consists of a quantity of goods connected
to the same project, which may be loaded The answer is simple: The costs involved in project
from different ports.” cargo damages or loss can be very large, often running
into tens, possibly hundreds of millions of dollars. The
risks involved can be largely mitigated with careful
A wide range of cargoes fall within the definition of
planning and attention, before the cargo is received for
project cargo, from traditional break-bulk type cargoes
shipment.
(that meet the above quoted criteria) to large single
items such as cranes or oil & gas modules.
In more difficult financial times, the pressure to reduce
costs is very high and since the cost of shipment is
The cargo insurers will stipulate certain conditions (a
essentially an overhead, there is a natural desire to
warranty) for the purpose of the insurance. If the cargo
reduce the shipping costs as far as possible. The use of
to be carried meets certain criteria (often referred to as
unsuitable vessels for the cargo, poor quality or
‘critical items’), then certain procedures will have to be
inadequate securing and dunnage, poorly trained crew
followed under the warranty. Critical items may fall
and a lack of detailed planning can all lead to damage to
under one (or both) of two broad headings:
or loss of the cargo.
1 Those that are critical because of the cost and
difficulty of replacement and; The consequence of this will involve a claim against the
2 Those that may require unusual provisions for safe cargo and / or liability insurance and potentially for the
loading, stowage, lashing and discharge – whether delays to the project (e.g. delay in start up). With many
all of those aspects or only one. other parties involved and the consequential costs high,
these claims are often complicated and may result in
These criteria may include the replacement lead time, lengthy and costly litigation.
the value of the cargo (individually and / or in total), the
size or footprint, weight, the centre of gravity and
whether specialised transport, lifting and / or securing
is required.

Cargo types that may fall within the definition of a

critical item may include:
● Oil & gas equipment for onshore and offshore
infrastructure
● Refinery and petrochemical plant equipment
● Renewables equipment for onshore and offshore
infrastructure
● Modules and pre-assembled units
Damage to project cargo during transportation can cost
● Port handling equipment
many millions of dollars, cause extensive delays and
● Port construction potentially lengthy and expensive litigation!

● Floating cargo
● Rolling stock Relevant regulations,
● Heavy machinery codes and guidelines
● Power plants and power generation equipment. It is the Master’s responsibility to ensure that all cargo,
whatever it is, is safely stowed, properly secured and
Critical items require special attention during their handled (loaded/discharged) with care and in
transportation, careful assessment and detailed accordance with the requirements of the charterparty.

3
The charterparty may dictate specific responsibilities of experience in the shipment of such cargoes is
the vessel owner, charterer and shipper such as the required to fully plan and engineer a safe project
specific responsibility for stowage, lashing and cargo shipment. The IMO CSS Code sets this out in
securing of the cargo. For example there may be a Section 1.8, Special Cargo Transport Units:
requirement from either charterer’s and/or cargo
insurers for the appointment of an independent marine
warranty surveyor (MWS) to review, approve and “The shipowner and the ship operator should,
monitor all loading and sea-fastening operations. These where necessary, make use of relevant expertise
responsibilities should be carefully assessed as they when considering the shipment of a cargo with
can greatly affect the liabilities if the cargo is damaged unusual characteristics which may require special
or lost during the loading, voyage or discharge. It is attention to be given to its location on board vis-a-
important that all relevant persons are aware of these vis the structural strength of the ship, its stowage
requirements and their responsibilities. and securing, and the weather conditions which
may be expected during the intended voyage.”
The following Regulations are applicable and should be
adhered to:
● Flag state and Classification Society rules:
Always mandatory and includes the mandatory
application of SOLAS for any applicable vessel. In
particular SOLAS Chapter VI: Carriage of Cargoes
is relevant and must be complied with. Regulations
for lifting gear and operations will be found within
The IMO CSS Code is the main
the flag state or classification society rules.
standard to be applied for the stowage
and securing of project cargoes.

The rules of the vessel’s classification society will

also set out the requirements for maintenance of ● Intact stability regulations (The International Code
the vessel, including equipment required for the on Intact Stability, Resolution A.749(18)):
loading, stowage and securing of project cargoes. A mandatory requirement that sets out the minimum
If these requirements are not followed, the vessel’s stability standards for all applicable vessels.
owners may be liable in the event of an incident. Damaged stability standards also needs to be
considered (SOLAS Chapter II-1).

● Cargo securing manual:

The vessel’s cargo securing manual (CSM) is a key ● CTU packing guidelines (IMO/ILO/UNECE Code of
document in the shipment of project cargoes. The Practice for Packing Cargo Transport Units (CTU
CSM is a required document under SOLAS Code), 2014):
Chapter VI and shall document the types of cargo Provides guidance and measures for ensuring the
for which the vessel is properly suited to carry, how safe packing of cargo in containers and other cargo
it shall be loaded, stowed and secured. It will also transport units (CTUs). Refer to the following link:
document the vessel’s cargo securing equipment
http://www.unece.org/fileadmin/DAM/trans/doc/
(an inventory) and their maintenance and inspection.
2014/itc/id_07_CTU_Code_January_2014.pdf
● The CSS Code (IMO Code of Practice for Cargo
Stowage and Securing, 2003; Resolution The following Guidelines are relevant and provide
A.714(17)): guidance on the best practice for the loading, stowage,
Sets out the general principles for the safe stowage securing and discharge of project cargoes:
and securing of a range of cargoes, including ● DNV Rules for the Planning and Execution of Marine
project cargoes and non-standard, heavy units that
Operations:
may require special attention. Annex 13 of the CSS
The DNV ‘Rules’ provide some mandatory
Code sets out the method of calculation of the
requirements for certain operations and some
required lashing forces for abnormal loads. The
guidelines. Whilst mainly applicable to offshore
CSM is based on the principles set out in the
operations, there are relevant sections on heavy-lifts,
CSS Code.
lifting appliances, loading and discharge operations
Note: that are relevant to project cargo shipments.
One key aspect is that specialist knowledge and https://exchange.dnv.com/servicedocuments/dnv/

4
● DNV-GL Noble Denton Guidelines: The DNV-GL
Noble Denton Guidelines provide the technical basis
for marine operations including the transportation of
specialised cargoes. The guidelines include Marine
Transportation Guidelines (Document reference:
0030 rev 5 or later), Marine Lifting Guidelines (0027
rev 10 or later), Mooring Guidelines (0032 rev 1 or
later) 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 documents

and appropriate expert advice on their requirements and
implications should be sought before they are used.

Vessel types and suitability

Various vessel types are commonly employed to carry
project cargoes. These include:
● Tween-decker: The old-style general or ‘break-
bulk’ cargo ship with multiple hatches, fixed tween
decks and cargo handling via derricks or cranes has
now largely disappeared.
● General cargo ships: That carry a wide variety of
cargoes, including industrial items, bagged cargoes,
project cargoes, steel products, forest products,
palletised cargoes, smaller break-bulk cargoes and
containers. They are un-cellular and have holds with
moveable/stackable tween deck pontoons.
● Multi-purpose and heavy-lift vessels: Heavy-lift
and 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 ideally
suited to the carriage of project cargoes. Heavy-lift
vessels are commonly defined as having cranes
capable of a 100 tonne single lift. The cranes are
usually sited to enable tandem working.
Bulk carrier holds are not designed for the carriage of project
● Bulk carriers: Vessels with a number of holds cargoes. The shape of the holds makes proper stowage and
designed to carry cargoes such as coal, grain, iron securing difficult and will require stacking and over-stows.
ore etc. This type of vessel may vary in size from only This can and often does result in cargo damage and
a few hundred tonnes to around 200,000 tonnes. potentially damage to the vessel.
The smaller sizes, up to around 50,000 tonnes may
be fitted with cranes for self-discharge. ● Module carriers and semi-submersible
heavy-lift vessels: Vessels with all
accommodation forward and a broad, flat deck,
These bulk carrier vessels are sometimes designed for the carriage of large modules. Loading
chartered for project cargo transport, but are not and discharging is via self-propelled trailers,
well suited to this, as they do not have wall-sided skidding or if semi-submersible, by float-on/off
holds, making safe and proper stowage difficult. methods. Such vessels are usually fitted with
The crews are often not familiar with the sophisticated and highly responsive ballast systems
requirements for the stowage and securing of (sometimes with stability pontoons) to allow fine
project cargoes. adjustment of draught, list and trim as heavy
modules are loaded.

5
 standard handling symbols indicating orientation or
centre-of-gravity stencilled onto a packing case or a
volume of information covering every aspect of carriage
from factory packing to on-site unpacking and the
conditions which must be met during transportation to
ensure that a manufacturer’s guarantee is honoured.
Another aspect is ‘basis of design’ and design
accelerations for heavy/project cargo (e.g. transformer,
module)

The cargo insurers may require the attendance and

approval of a warranty surveyor during transportation
and any recommendations made by the surveyor with
respect to the transport, must be adhered to. These do
A purpose built heavy-lift ship designed for project
cargoes.
not remove or override the Master’s ultimate
responsibility for the safety of crew, vessel and cargo.

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

● Barges: A wide variety of barge types can be used

for the transport of project cargoes, ranging from
A clear understanding of each party’s responsibilities and
inland river barges, to large ocean going barges,
good teamwork is key to the success of project cargo
sometimes self-propelled, ballastable ‘dumb’ barges transportations.
requiring the use of pusher or tow tugs are available
in some regions. Some are equipped with holds and
Shippers instructions
hatchcovers. For larger project cargoes undergoing
an ocean tow with tug, a large ‘classed’ pontoon The shippers may provide instructions for the safe and
(with a flat watertight upper deck) type barge would proper stowage and securing of the cargo. These
be utilised (spoon bow and raked stern with two box instructions may refer to matters such as whether the
skegs). Careful consideration is required for the cargo unit can be over-stowed (i.e. can other items be
type of barge, tugs, towage arrangement, likely stacked on top of it), the lashing and securing of the
voyage conditions, the characteristics of the cargo cargo (including the suitable lashing points on the
to be shipped and the proposed method of loading/ cargo), the preferred stowage location (such as
unloading taking into account local conditions e.g. whether it can or cannot be stowed on deck), the
tidal range, currents, mooring arrangements and required packing to ensure the protection of any
other aspects. The condition of the barge should be internal components and protection from the elements.
carefully assessed, in particular the condition of the
structure and essential systems (ballast system and For more complicated shipments, particularly those for
manhole covers). large, heavy items, a detailed transport manual or
method statement should be provided. Owners should
Voyage instructions ensure that this is provided in a timely manner. This is
normally provided by the shippers to all relevant parties
Summary of Master and crew responsibilities and should document all required procedures for the
safe and proper shipment of the cargo including:
The shipper’s instructions may provide specific
precautions which should be adhered to for the safe ● Management of the project, responsibilities and key
carriage of the cargo. These may be as simple as contacts

6
● Details of the cargo Subject to the approval of procedures and calculations
it is then normal for the warranty surveyor to attend and
● Details of the vessel
observe loading, securing and possibly discharging
● Vessel strength and stability operations to ensure that approved procedures are
adhered to and to be on hand to evaluate and approve
● Port details
any changes to procedures necessitated by on-site
● Loading procedures, including any heavy lifts and if conditions.
necessary, any transportation to the loading berth
In the case where smaller quantities of cargo are being
● Stowage requirements
shipped on break-bulk or container ‘liner’ vessels the
● Lashing and securing requirements, including warranty surveyor would typically consult with the chief
details of all lashing, securing and lifting gear officer and/or supercargo with respect to stowage
● Voyage plan, including contingency procedures and position and method(s) of securing.
ports of refuge
In cases where a warranty surveyor attends to approve
● Discharge procedures. loading and securing of cargo it will be usual for a
certificate of approval (COA) or letter of approval
The transport manual, or method statement, should be (LOA) to be issued, on completion of operations, to
complied with as this defines the procedures for the confirm that the previously approved procedures have
entire shipment. It will have been reviewed by people been adhered to or that he is satisfied with on-board
with the specialist knowledge required for critical securing arrangements agreed with the vessel’s staff or
shipments, such as a marine warranty surveyor (MWS) supercargo. The COA/LOA may have additional
or cargo superintendent (supercargo). recommendations attached; for example specifying
checks to be made on lashings, records to be noted in
The role of third parties the vessel’s log etc.
Third parties may be involved in the transport of critical
items in order to protect the interests of certain parties. The supercargo / client’s representative
The common ones are the marine warranty surveyor The supercargo, in many respects, plays a similar role
and cargo superintendent, also referred to as the to the MWS, but usually is appointed as the
client’s representative. representative of one of the parties directly involved in
the shipment such as the shipper, charterer or
The marine warranty surveyor (MWS) receivers.
The MWS is appointed on behalf of the cargo
insurance underwriters who insure the shipment of the The cargo
cargo.
Types of project cargoes and their main
The MWS ensures that the terms of the warranty clause characteristics
in the insurance policy are complied with and that the Project cargoes may come in many different shapes
operations are carried out in accordance with the and sizes. The following summarises the main types of
approved procedures as defined in the transport project cargoes and their key characteristics. Also
manual or method statement. listed are some of the other common used terms in
connection with project cargoes.
Involvement of an MWS is typically where shipment of
the cargo forms a component of a larger project, Heavy-lift: There is no standard definition of a heavy-
including cargo comprising of relatively small cases or lift in weight terms, although the cargo insurance policy
cargo transport units (CTUs) through to complete may set a weight figure as part of the critical item
modules for new infrastructure projects. In the latter criteria (typically 50 tonnes, but may vary).
case the shipping procedure; transport to point of
shipment, lift plans and rigging calculations, sea-
fastening and routing of the ship or tow will be the A 500T lift on a specialised vessel, loaded /
subject of a series of procedures. These will have been discharged at safe berths may present less risk
subject to professional scrutiny, possibly by a number than a 50T lift at the limits of a vessel’s safe
of disciplines, to ensure that calculations are proved handling capacity or loaded/discharged at berths
and methods for the execution of the various aspects not suited to handling such items.
are approvable in line with industry guidelines.

7
Break-bulk cargo: Break-bulk cargo is a much Aspects to consider for project cargoes
broader group of cargo types that refers to cargoes that
What is the ‘footprint’ of the cargo? Where and
are loaded and stowed individually and not in
how it will be stowed on the chosen vessel must be
containers or palletised. Certain project cargoes can fit
considered to minimise the risk of damage and / or loss.
within this category where they may be small enough to
The three-dimensional space and position must be
fit inside a vessel’s holds, but require individual loading,
considered in relation to the vessel structure and other
stowage and securing.
cargo units – the stowage of project cargoes
(especially those in a break-bulk format) can often
Out-of-gauge: The term out-of-gauge refers to any
resemble a 3-D jigsaw and must be planned as such.
cargo that has dimensions that exceed the normal
dimensions of a standard shipping container.

Cargo group Examples Comments

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

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

Renewable energy Wind turbine blades (carried in racks), Wind turbine blades (usually carried
equipment nacelles foundations, mono-piles. in racks) can be affected by
Tidal turbines. Power cables (on longitudinal bending of the vessel due to
non-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 large
units refinery/petrochemical plants, such structural framework for which
cargoes may include living quarters, careful lashing, securing and bracing
pre-assembled machinery, generator is required to avoid distortion
sets, large pipe racks

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

Port construction May include pre-assembled items

such as link-spans, jetty platforms,
cat-walks, dolphins, single buoy
moorings

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

Rolling stock and heavy Locomotive engines and carriages, Often included as break-bulk
machinery wheeled and tracked vehicles such project cargo. Proper stowage and
as material handling lorries, excavators, securing required
trucked equipment such as mobile
cranes, drilling rigs etc. Mining
equipment, factory equipment

Power plants and power Large generators, conductors,

generation equipment transformers and similar

8
 in the best manner possible. However, if this is felt to
present any risk of damage to the cargo (itself or
surrounding), a note of protest should be issued at the
time of loading. If the risk is felt to be significant (to the
cargo unit, cargo as a whole or the vessel), then the
cargo should be rejected.

✓
Plane of the
securing point

Line of tension

✗ force from
sea-fastenings

Lifting and securing lugs (pad-eye) should not be subjected

to forces out of plane of the eye as this will damage the eye
and may lead to failure of the lashing.

Project cargoes require clear positioning and stowage. Care The cargo lifting / securing points should be assessed
is required to ensure that all units in the stow can be properly to confirm that they are strong points and not merely
secured. attached to a protective cover, that they are structurally
sound (are they intrinsically part of the unit), are they in
The stowage plan should consider the following: plane to the principal forces to which the cargo is going
to be subjected to (taking due account of the units
● Is shoring required to hold the unit in position? position and orientation in the stow).
● Can enough lashings with sufficient scope be run to
resist the forces that will be experienced? Cargo condition: The cargo unit, no matter its size,
must be adequately packed and covered for its voyage
● Its orientation with regard to any principal axes of to protect it from damage. If contained within an outer
strength in the cargo to the largest forces that will be casing or protective packaging (e.g. wooden box), the
applied to it? casing must be secure, well fixed to the cargo unit so it
● Can the cargo have other cargo stowed on top of it does not come loose and cover all required parts of the
(over-stow); what is the weight limit for over-stow? unit. The unit should be well secured and packed within
the casing.
● Does the cargo need to be carried on deck? Does
the charterparty or fixture specify whose
If shipped without an outer protective casing, careful
responsibility and risk this is, as often owners will
packaging and covering of any vulnerable parts or
not wish to carry the risk for deck-cargoes?
components is necessary to prevent damage from
● If carried on deck, is there a risk of greens seas impacts and corrosion. Certain cargoes (such as coils,
affecting the cargo – is forward on the deck the right transformers, turbine components and similar) may be
position for the unit, does it overhang the vessel’s particularly liable to internal damage as they are
sides (significantly increases the risk of cargo sensitive to accelerations. These units must be properly
damage)? packed, secured (including all internal components)
and if necessary monitored during the voyage. Advice
Lifting and securing points: The cargo must be from the manufacturer and / or relevant specialists
supplied with appropriate lifting and securing points, should be sought.
particularly for large and heavy items. If the cargo unit is
not supplied with adequate lifting / securing points, Any project cargoes shipped inside containers or other
then attempts can be made to lift and secure the cargo cargo transport units (CTUs) should be adequately

9
 accurate’. Almost by virtue of their definition, heavy-lift
and project cargoes are more than averagely valuable
and the consequence of their damage or loss
proportionately more serious.

The weight and centre of gravity should be marked on

each side of the cargo unit such that it is immediately
visible.

✓ The documentation must include the accurate

weight of the cargo unit, the accurate location of
its centre of gravity (particularly important for
heavy-lifts and possible off-centre units), its
dimensions and details of the safe slinging, lifting
and securing points. Of course, it is also vital to
know what the cargo is.

The vessel
The cargo securing manual

✗ All ships carrying cargoes other than solid or liquid bulk

cargoes are required to carry and maintain a ‘ship
specific’ cargo securing manual (CSM). It is a
Cargoes should be well packed and properly secured inside mandatory requirement of SOLAS and the CSS Code
CTUs. Failure to do so, can lead to extensive damage to the and will be approved by the vessel’s flag state.
CTU, surrounding cargo and even the ship itself.

The purpose of the CSM is to set out the procedures

packed (stuffed), with appropriate shoring and internal
and standards for the securing of cargo, taking into
securing, as with normal containerised transport.
account the type of cargo, the characteristics of the
vessel and conditions that may be encountered. It is
The cargo should be inspected at loading and any
intended to be a ‘manual’ and contain the relevant
damage recorded and noted.
information and guidance to assist the crew in properly
securing the cargo.

Guidelines for the production of the CSM have been

published 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) and
arrangements
● The stowage and securing of non-standardised
cargo, including evaluation of the forces and the
appropriate calculation methods for determining the
required cargo securing capacity

Damage to the cargo observed on loading, even if only to ● The stowage and securing of standardised cargo
packaging, should be noted and recorded. units (e.g. containers), including securing devices,
stowage requirements and evaluation of the forces
acting upon the cargo units.
Cargo information: Each cargo unit should be
supplied with the appropriate documentation that
Vessel stability
provides the necessary information to ensure safe
transportation. The general standard for project cargo The vessel must comply with the IMO Code on intact
information should always be ‘comprehensive and stability at all times. For large, heavy cargoes, it will also

10
be required that the Intact Stability Code is complied
with during all stages of the loading and discharge Project cargoes for the oil industry, loaded on
operations. Therefore, the vessels stability should be conventional vessels invariably include a quantity
checked for all key stages of the proposed loading / of drill and casing pipe. This, by its nature has to
discharge sequences. This will include any lifting be bottom stowed in the holds, and the result is
operations (cargo unit at furthest extension and highest always a high GM, with its associated short roll
crane boom position) and ‘drive-on’ (using self- period. In some cases this is as low as 7-8
propelled modular trailers for example) or floating seconds, which can result in violent rolling. High
operations (with semi-submersible vessels). acceleration forces can and will be exerted on
tween-deck and deck cargo lashings, and this
Where relevant, the effect of a stability pontoon should should be taken into account during the planning
be included in the calculations. and loading phase. Because the project cargoes
can be relatively light but have a high volume,
For high value / long replacement time cargoes and / or there is seldom sufficient deadweight in the whole
if the voyage route is deemed to be high risk, additional consignment to bring the vessel down to a
stability checks will be required for a damaged state reasonable draft that will provide full propeller and
(e.g. a 1 compartment flooded condition). Also, even rudder immersion. Hence, some bottom ballast
though a vessel may meet the IMO intact stability will still be needed, which further increases the
criteria, it may be considered that the vessel has too GM. Pumping out this bottom ballast will make
little (tender) or too much (stiff) stability. little difference to the roll period, and will make
the vessel difficult to handle in adverse weather,
Vessels with heavy deck cargoes may have a high and steering or maintaining a certain heading will
centre of gravity (CG) and hence a small metacentric be more difficult. With a lighter vessel there is the
height (GM). This will result in a slow roll period, added risk of main engine shutdown, as the
(tender) and she will linger at the maximum angle. The governor will be working harder to avoid engine
extended roll period increases the forces on the cargo over-speed.
and hence the securing devices. On conventional vessels an ideal roll period
would be in the region of 15-20 seconds. A
Vessels with heavy cargo stowed low in the holds may longer roll period, resulting from a too-low GM,
have a low CG and hence a large GM. This results in a will mean that the vessel will ‘hang’ at the
fast roll period (stiff) and she may roll violently. This maximum angle at the end of each roll, and any
violent motion increases the forces acting on the cargo shift of cargo could result in loss of GM and the
and hence the securing devices due to the increased vessel reaching angle of loll, with no prospect of
accelerations. recovery without resorting to ballasting bottom
tanks.
Consideration should be given to the weather
conditions that the vessel may experience on voyage. To summarise: the nature of the cargo will dictate
For exposed, open ocean voyages, where bad weather the final GM, although consideration should be
is a possibility, the effect of the vessel’s loading given during the planning phase to loading as
condition (GM and drafts) on her motions should be many heavy units high up in the tween-decks, or
considered and any negative effects mitigated as much on deck if permitted, to counteract the effect of
the drill and casing pipe consignments in the
lower holds. This will not be possible in the case
of bulk carriers being employed to load project
cargoes, as the heaviest units will have to be
stowed directly over the pipe stows, or on the
remaining tank-top areas in the holds, further
increasing the GM. See also ‘vessel suitability’.

as possible. It is important to minimise the motions on

the vessel (including possible wind heeling) as far as
practically possible.

Rough weather combined with a high GM can result in violent Vessel strength considerations
motions, which if not properly planned can result with
damage to or loss of the cargo! The vessel will have defined weight limits for the tank-

11
When sea-fastenings fail under excessive vessel motions,
the violent motion of large, heavy project cargoes can cause
extensive damage to the vessel structure. Side-shell plating
✓
(in way of cargo holds), deck structures and hatchcovers are Load spreading ‘mats’ to protect the structure of the vessel.
particularly vulnerable to damage. The repairs can cause
extensive delays.
strong enough to withstand the loads (static and
dynamic) imposed by the cargo during the voyage. This
top, tween-deck and hatchcovers (tonnes per square
is particularly important in the case of ‘hard’ sea-
metre). It is important that these limits are adhered to,
fastenings such as welded stoppers.
particularly with heavy cargoes and this must be
considered in the stowage planning.

For heavier cargo units, they should be placed over the

frames of the vessel and additional load spreading may
be required. Load spreading can range from dunnage
or wooden mats, to steel grillages for heavier units
which spread the load into the surrounding structure of
the vessel. The grillage should be designed to take both
the static weight of the cargo unit and the dynamic
loads to which it is subjected on voyage. In many cases
more sophisticated FEM software (ANSYS, Staadpro)
is used to determine ‘hot spots’ in structural members
of the vessels, whilst stowing heavy lift cargo. However
this approach is exercised by naval architects or
✓
structural engineers, which are either employed Lashing wires with sufficient scope and clear working space.
‘in-house’ or outsourced.
The securing points should also be located such that
Where structural reinforcements, grillages or any other there is adequate room for the securing device to
welded modifications are required, then the proximity to operate effectively. For wire lashings, the lashing
the vessel’s bunker tanks or any other flammable should have a clear line between the cargo unit and the
source must be considered and the appropriate hot securing points on the vessel and must not run around
work procedures followed. corners of vessel structure or other cargo units.

As per normal vessel operations, the longitudinal

strength of the vessel (shear forces and bending The positioning of sea-fastenings must be
moments) must be checked for all key stages of the considered in relation to any adjacent cargo holds
loading and discharge operations and for the voyage or bunker tanks and the requirements for
condition. Project cargoes are typically volume limited additional securing points (e.g. D-rings) or hard
(rather than weight) and hence the shear forces and stopper type sea-fastenings. Where welding is
bending moments, are usually within the vessel’s required for sea-fastenings and deck-fittings, ‘hot
permissible limits. work’ procedures must be followed, particularly
in respect of any welding in way of bunker tanks.
Securing points Welding over or against fuel tanks is known to
The securing points fitted to the vessel and the have caused many fires.
surrounding structure to which they are fitted must be

12
 A very significant factor in incidents relating to cranes is

✓ ✗ the skill and experience of the operators. Heavy-lifts

and in particular tandem lifts (using more than one
crane at the same time to lift a unit) require experience
and the appropriate training. It is recommended that
suitable training be given to all potential crane
operators.

Examples of D-rings properly welded to deck (left) and poorly

welded onto bulkhead (right).

Cranes and lifting devices

The vessel’s cranes and lifting devices are of critical
importance in the loading and discharge of project
cargoes.

The maintenance of cranes and the operational

procedures applied are critical to their safe operation.
There are numerous examples of heavy-lifts being
dropped due to failures of cranes and / or poor
operational practices. The manufacturer’s
recommendations for maintenance should be followed
and full records kept. The classification society
inspection history and maintenance records (e.g.
‘rocking’ test results) are often requested for review. Loading and discharge
The responsibilities of each party must be agreed and
documented prior to commencement of operations and
should set out the chain of responsibility, persons in
charge and contact details for all relevant persons.

Instructions / information from shippers

The shipping note provides details of the contents of a
cargo consignment to carriers, forwarders and
receivers (see ‘Voyage instructions’ – ‘Shippers
instructions’ page 6).

Industry guidelines and best practice

For any cargo movement, in particular for loading and
discharge operations, a full and detailed plan must be
The vessel’s cranes produced and adhered to. The plan should take due
are of critical
account of the requirements and recommendations of
importance to the
safety of operations industry best practice guidelines and rules (see section
‘Relevant regulations, codes and guidelines’ page 3).

✗
and all components
should be thoroughly
maintained and Heavy-lift equipment and relevant requirements
regularly inspected.
A crane failure during a heavy lift will be catastrophic! Lifting gear may include wires, shackles, spreader
beams, lifting blocks /
The manufacturer’s recommended operating hooks and should be
procedures should be followed and the cranes documented onboard
operating limits adhered to rigidly. the vessel or with the
crane (if shore-side). All
Careful maintenance of the cranes wires is also
required, with regular inspections (full records should
be kept) and defective wires replaced as necessary.
lifting equipment should
be certified and its safe
working load (SWL) or
✓
13
 possible test lifts to ensure stability (insurance policy
coverage should be checked in this case).

All crane lifts should be carefully assessed to ensure

adequate clearances with the cargo unit itself, vessel
and port infrastructure. Tandem crane lifts must be
planned in detail to ensure the correct synchronous
movement of the cranes.

Limiting conditions and external influences

✓
The lift should have limiting conditions imposed on it to
ensure that the design loads for which it is rated are not
exceeded. These will include limiting wind conditions,
vessel motions (which may differ for in-harbour and
working load limit (WLL) and minimum breaking load offshore operations) and where positional accuracy is
(MBL) documented and made visible on the item itself. important, the lift may be limited to daytime hours only.

Lifting lugs / eyes on the cargo unit should be located to Significant crane slewing (rotation) and other horizontal
provide a stable lift, accounting for any offset of the motions should be assessed to ensure that the dynamic
unit’s centre of gravity. They must also be strong enough loads imposed are within the capacity of the lifting
for the lift, including any dynamic lifting loads (see ‘The system. Similarly, lifting in to and out of water imposes
cargo’ – ‘Aspects to consider for project cargoes’ page additional loads on the lift and must be assessed.
8). All lifting gear and lifting points on the cargo should
be inspected before commencing the lift. Reference should be made to the relevant industry
guidelines for the determination of these loads (see
Lifting and rigging plans ‘Relevant regulations, codes and guidelines’ page 3).
For any heavy-lift, it is essential to properly develop and
document a lifting plan that should define the Loading sequence and trim, ballasting
procedures for the lift and During loading and discharge operations, it may be
provide accurate necessary to carefully manage the vessel’s drafts and
information on the centre of trim. This is particularly important for ‘drive-on/off’ and
gravity of the unit, the ‘float-on/off’ operations. Careful ballasting is required
proposed lifting spread to to ensure that the required drafts and trim are
be employed and the maintained during the course of the operation and this
calculation of the rigging should be properly calculated and documented. The
stability (the lifting triangle). ballast tank and pump capacity of the vessel should be
It should document the checked to ensure that it is adequate, particularly for
loads expected to be barge transports.
experienced and the safety
factors used in selecting the Other loading methods
lifting gear. It should also
assess the need for centre
of gravity corrections (e.g.
use of water bags) and
✗ ● Float on/off: This method of loading and
discharging is employed by semi-submersible
heavy-lift vessels and submersible pontoon barges.
Cargoes may include offshore platforms, jack-ups,
other vessels (e.g. barges, tugs etc) and large
Case study: The lifting of units with a high centre
project cargoes that are suitable for ‘wet’ loading /
of gravity (CG), can be challenging. In this case,
discharging. These vessels can be expensive to
the rigging arrangement was incorrect and
charter, but provide a safe and relatively fast option
allowed the crane to tip, which was initially caused
for transportation.
by a strong wind gust. Because the stability of the
lift was marginal, once the crane had started to tip, ● Skid-on/off: Pontoon barges, module carriers and
there was no means to restore it to upright in the semi-submersible heavy-lift vessels are commonly
rigging plan and it fell onto the deck of the vessel loaded by cargo being skidded into position. Large
and quayside, causing significant damage to both. oil & gas units (e.g. topside modules) are often
loaded by this method. These are typically bespoke

14
Barge transports and loading / discharge by non-lifting methods requires specialist expertise and knowledge.

operations allocated to a specialised contractor. reasonable solution to heavy lift transport, especially
where large and heavy structures are concerned.
● Roll-on/off: Wheeled cargoes can be driven onto
These may include container cranes, large tanks or
and off the vessel. Many project cargoes are loaded
jackets and decks for offshore installation. Barge
/ discharged using self-propelled modular
transport is inevitably slower than the use of an
transporters (SPMTs). SPMTs provide a flexible
equivalent vessel. It will also require the fixture of a
loading / discharge method and are capable of
suitable towing vessel and may require more
dealing with inclined and uneven routes.
sophisticated voyage planning where a tow is
lengthy or transits through known hazardous or
Other matters
adverse weather areas. Barge transports should be
● Ground-bearing pressure: The ability of the load carefully planned as they are generally a higher risk
path (ashore) to withstand the weight passing over it method.
without undue deformation, which might result in
damage to the load path and/or a loss of stability of Management of operations
the load-transporting equipment. This can also be a For any loading and discharge operation, the planning
factor with lifted loads, especially where a high of the operation must include provision for hold points
capacity mobile crane is utilised. The loading during the operation and ‘toolbox’ talks. These help to
capacity of port facilities should be determined and ensure the safe progression of the operation and that all
account taken of any damaged or degraded areas. persons involved understand the next steps,
Repair and/or consolidation may be required to responsibilities and so forth.
provide a usable load-path over which a heavy unit
can be skidded or driven, or a crane safely located. Appropriate risk assessments including HAZID/
The transport of the unit to the load port and HAZOP meetings should be carried out, which should
onwards from the discharge port must also be involve all relevant parties and be approved by all. This
considered. A route survey may be required. should also include ‘management of changes’ (any
● Transhipments: Transhipment of cargo should, deviations from agreed procedures) to be documented
under ideal circumstances, be avoided as generally and agreed by all parties.
the cargo is at its most vulnerable when being
handled. However there are circumstances when it
cannot be avoided. Transhipment operations
(especially vessel to vessel) require very detailed Stowage requirements
and careful planning.
As described on page 5, different vessels types are
● Barge transport: Whilst there are heavy-transport better suited to certain types of project cargoes.
vessels capable of carrying modules of 2-3,000
tonnes quite often towed barge transport is the only They all have their specific advantages and

15
disadvantages, but in general the specialist heavy-lift
vessels will be more expensive to charter, but are better
Cargo securing
suited to the cargo types typically shipped and Cargo securing equipment
therefore the overall shipment is safer. Cheaper vessels
Cargo securing gear may include lashing wires, web
such as bulk carriers or general cargo vessels are often
lashings, chains, D-rings, turnbuckles, shackles. In
employed as they are seen as cheaper. However they
project cargo terms these are often referred to as ‘soft’
are not designed to carry these types of cargoes and
lashings and as with the lifting gear, all of the equipment
their use often leads to increased costs, either due to
for cargo securing should be certified and printed with
cargo damage claims or the extra design and work
its SWL and MBL documented and visible. If carried by
required to make the cargo shipment as safe as
the vessel, the CSM should provide a full inventory of
possible – this tends to nullify the perceived cost
these items.
benefit.

Clearly, very large cargo units will require sufficiently

large amounts of deck space and this often dictates the
choice of vessel to those with the required deck space
– usually specialist heavy-lift ships. This often means
that 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 at
shipper’s risk and it is important to note this and take
action accordingly.

✓
Also applicable are ‘hard’ sea-fastenings such as
stoppers, braces etc, which are often constructed from
steel plating and / or beam sections and welded to the
vessel. These are typically used for larger, heavier
cargo units and are usually used only once.

As with lifting gear, securing equipment should be well

maintained and regularly inspected. Records of the
inspections and maintenance should be retained. Prior
to use, all securing gear should be inspected and if
Large cargo units will need to be carried on deck, requiring
damaged, should not be used and should be replaced.
special planning of the stowage, required sea-fastenings (to
allow for the higher CG) and protection from the elements. Types of securing
Stowage on forward hatchcovers is not advised unless
absolutely necessary as vessel motions (in particular, pitch Wire lashings (direct or looped): Most common
motions) are greater in this location and there is a higher risk form of cargo securing, easy to stow (but must be
of impact from seas shipped on deck. wound / unwound properly), easily adaptable to shape

16
 ratchet, easy to handle. Prone to chafing damage,
limited strength so large number required, even for
medium sized units,

As a general rule soft lashings will have their

greatest effect if attached close to the plane of
the centre of gravity of the item (subject to the
structure of the item being able to withstand the
motion forces expected) with angle of lashings
o
as close as possible to 45 to the deck

Chains: Can provide higher strength capacity, less

maintenance than wires, harder to handle and stow,
difficult to keep taught, if loosens when using ratchet
tensioners, chain will loosen in steps (by link) rather
than gradually, potentially resulting in loss of tension,
suited to stronger securing points, separate chains
required for sliding and tipping resistance.

of cargo versus deck / hold lashing points, tension can

be maintained on voyage (with turn-buckles or similar).
Requires regular maintenance, can damage cargo so
sheathing protection required, susceptible to damage,
must be rigged properly to get full load capacity, needs
re-tensioning during voyage (often difficult to determine
what tension is), large number of wires required for
larger, heavier items, can be difficult to handle, separate
wires required for sliding and tipping resistance.

Lashing chains need to be properly tensioned and hence

Web lashings: Better suited to smaller/ lighter cargo
need to be secured to appropriate securing points to enable
units and where cargo unit does not have dedicated the tension to be created. The chains shown above provide
lashing points, re-useable and easy to stow, soft good tipping restraint but minimal sliding restraint due to
material minimises damage to cargo, tensions with their high angle.

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 web
lashings like this (below right) will damage the webbing and reduce its effectiveness.

17
Sea-fastenings: Can include hard stoppers and Securing methods
braces, typically of steel construction and with welded
The options for the method of securing the cargo unit
connections to the vessel decks. Can provide
should be assessed and the most appropriate selected.
combined resistance to sliding and tipping, can be
This is typically undertaken by the charterers but is
designed to resist very large forces, well suited to large,
subject to the provisions of the charterparty. It is
heavy units of non-uniform shape. Requires proper
therefore important that each party understands their
design and engineering, higher cost and time to
specific responsibilities. The vessel’s Master should
construct. Needs qualified welding contractors and
also ensure that he / she is satisfied with the cargo
non-destructive testing (NDT), care is required to
securing and should note any defect or concern about
ensure vessel’s structure can take the imposed loads.
the proposed arrangements.

Certain cargo types, particularly large heavy items or

units that cannot absorb any stresses, will dictate that
certain types of sea-fastenings are required and
whether ‘hard’ or ‘soft’ sea-fastenings must be used.

Hard sea-fastenings are those such as welded

stoppers, braces and similar that are connected to the
vessel’s decks and will provide restraint of the cargo
and spread loads into the surrounding structure of the
vessel. Equally, if there is a direct connection (e.g.
welded, pad-eye etc) to the cargo unit, they may impart
stresses on the vessel to the cargo unit. In particular,
this can occur with cargo units of sufficient length that
longitudinal bending and deflections of the vessel are
imparted into the cargo unit. Careful design of the sea-
Dunnage, shoring: Wooden dunnage is required to fastenings are required to ensure that this avoided, or if
be placed on the vessel’s decks underneath the cargo. unavoidable, that the stresses imposed on the cargo
This is to provide greater friction between the cargo are within the capacity of its own structure. Hard sea-
and steel deck and to assist load spreading. Dunnage is fastenings will typically provide a greater restraining
not used where the cargo unit is sat on a grillage or capacity and so are better suited to larger, heavier units.
similar, which is designed to spread the load, but may
be used as shoring or bracing to help position and
maintain the cargo unit.

The dunnage used should be of good quality solid

wood and not be of plywood type or similar
construction. It should ideally be of horizontal grain (and
not curved) to minimise the risk of splitting.

Where cargo units may incur deflections due to the

longitudinal bending of the vessel, the sea-fastenings must
be carefully designed to minimise the loads imparted into the
cargo unit. More complex sea-fastening designs are required
based on specialist expertise. It is therefore important that
sufficient time is allowed in the project for the proper design
process to be carried out.

Soft sea-fastenings are those such as wires, straps etc

which provide some restraint, but also have some
‘give’. This ‘give’ is useful in avoiding the transfer of

18
vessels stresses into the cargo unit, but also means that ensure that there are no defects and non-destructive
the tightness of the securing needs regular checking to testing (NDT) inspectors are used for this. The amount
ensure that they do not come loose. Soft sea fastenings of NDT required varies, depending on the complexity
are generally cheaper and more convenient to use. and criticality of the project / cargo, but it is normally
required that a minimum of 20% of all welds is required
The design of the sea-fastenings must provide restraint and in some cases, 100% of all welds may be required.
against sliding and tipping in both transverse and In addition to any NDT testing there should always be a
longitudinal directions as well as against uplift. The 100% visible inspection of all seafastening welds.
design philosophy for the sea-fastenings should not mix
hard and soft sea-fastenings in each mode of restraint, It is essential that the welders and NDT inspectors are
e.g. there should not be a mix for sliding or tipping properly trained and qualified.
restraint, however, each can employ different methods
such as hard for sliding and soft for tipping.
The voyage
For soft restraints, the optimum angle for sliding
The voyage plan
restraint is about 25 degrees to the deck, whilst for
tipping restraint, the optimum angle is about 45-60 The voyage plan should be critically assessed for the
degrees. Hard sea-fastenings should be designed route, likely weather conditions (affecting cargo
considering all relevant forces and stresses (and not stowage and securing), proximity to areas of navigation
just one mode of forces) danger, exposure to weather conditions (duration and
how open the area is) and areas of known piracy
If necessary, bracing may need to be installed on the activity. Different criteria will apply for open ocean
cargo unit to prevent distortion of the cargo unit under voyages, compared to sheltered voyages of limited
the loads experienced in a seaway. This is particular duration. Considerations should be given to the use of
relevant for frameworks (e.g. modules for oil & gas weather routing. Adequate fuel reserves should be
installations) and large gantry cranes (e.g. container maintained on board the vessel for the duration of the
cranes, RTGs etc). voyage. The usual recommended minimum reserve is
20% or 5 days fuel reserves
Where welding is required to construct the sea-
fastenings, it must be ensured that this is not over or The current best management practice plan for
against any fuel tanks and that normal hot work avoiding piracy risks should be followed (BMP4).
procedures are followed. The welding must be of a high
standard and it is normally required that specialist, fully The voyage route should include contingency plans in
qualified welders are employed to complete the case of emergency events or forecasted weather
welding of sea-fastenings. The welds must be tested to exceeding the limits defined in the stowage and sea-

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

✗ ✓
19
fastening calculations. Ports and areas of refuge should
be identified and should ideally be reachable within a
Recommendations
reasonable accurate weather forecast time (2-3 days Allianz AGCS and the UK P&I Club would always
sailing usually). recommend the procedures contained within this
document are always followed and whenever doubts
During the voyage, the stowage and securing of the arise that the appropriate expertise is sought, consulted
cargo should be regularly checked (as far as safely and appointed as necessary.
possible) and any lashings tighten if they have loosened.
For further information and guidance please contact
Where a marine warranty surveyor (MWS) is involved, any of the undersigned:
the vessel will be required to provide daily reports of
voyage progress and reporting on the condition of the Graham Bell
cargo. This is usually a small addition to the normal Master Mariner MNI MBACS
reporting process for owners and charterers. Global Project Cargo Specialist
Senior Risk Consultant Marine, ARC Marine
Voyage reporting Allianz Global Corporate & Specialty
Direct: +44.1904.4897400
Reporting requirements and requirements of third party
Email: graham.bell@allianz.com
such as warranty surveyor / cargo interests (incl.
checking of securing, reporting procedures etc).
Capt. Rahul Khanna
Global Head Marine Risk Consulting
A MWS may provide a certificate or letter of approval to
ARC Marine
confirm that the vessel can depart and that all
Allianz Global Corporate & Speciality
procedures have been complied with. The certificate /
Direct: +44 (0) 20 3451 3154
letter may contain a number of recommendations which
Email: rahul.khanna@allianz.com
must also be complied with as a requirement of the
warranty for the insurance policy. The recommendations
Karl Lumbers
will typically include limiting weather conditions for the
Director – Loss Prevention
voyage, the requirement to regularly check the sea-
UK P&I Club
fastenings, and reporting requirements
Direct: +44 20 7204 2307
Email: karl.lumbers@thomasmiller.com
A certificate or letter of approval may also be provided
for critical operations such as heavy lifts or load-out /
load-off. Other relevant publications
Thomas’ Stowage, Captain G.M. Pepper, publ. Brown
Record keeping & Son, 2012;
As with any cargo handling, it is important to keep
Cargo Work for Maritime Operations, D. J. House,
records of the operations, both for log entries and future
publ. Elsevier 2005;
reference. It is recommended that the crew make notes
of the operations as they progress and whilst on voyage. Lashing and Securing of Deck Cargoes, Captain JR
Handwritten notes (or crew’s notebooks) should be Knott, publ. Nautical Institute, 2004;
retained in the normal fashion. For more complicated
cargoes, the notes should be extensive and represent a Survey and Examination of Ships’ Lifting Appliances,
pro-active approach – just providing basic log entries is publ. UK P&I Club and Lloyd’s Register
not informative. http://www.ukpandi.com/knowledge/article/survey-
and-examination-of-ships-lifting-appliances-3645/
With the proliferation of digital cameras and high quality
cameras incorporated into mobile phones, duty officers
should be encouraged/instructed to take as many ACKNOWLEDGEMENTS:
photos as possible, especially during loading. Video
clips of critical heavy lift operations can also be taken. Simon Burnay MEng (Hons) MRINA
Photos and video clips are particularly helpful to Consultant Naval Architect
investigators and experts in case of cargo loss or Tel: +44(0)207 083 7188
collapse, and could help protect interests in case of Email: s.burnay@cwaves.co.uk
litigation. Web: www.cwaves.co.uk

20
Annex:
Useful checklist for transportation of project cargo

Key points Cargo condition

Project cargoes require special attention during ● The cargo must be adequately packed and
loading and transportation. Specialist knowledge and protected for its voyage to protect it from damage
experience in the shipment of such cargoes is during sea transport
required to fully plan and engineer a safe project
cargo shipment. All operations need to be carefully ● Cargoes shipped inside containers should be
managed with agreed responsibilities, risk properly packed (stuffed), with appropriate
assessments and toolbox talks. shoring and internal securing
● The cargo should be inspected at loading and any
Vessel types and suitability damage recorded and noted
Project cargoes typically require specialised vessels ● The cargo must have adequate number and
with sufficient deck space, heavy-lift capability, strength lifting and securing points.
‘tween-decks’ and ‘wall-sided’ holds. Multi-purpose
or heavy-lift vessels are best suited. Bulk carriers are Cargo footprint and stowage
not suited to this task and this has resulted in large location
cargo damage claims.
● Project cargoes are often high volume, but
Responsibilities relatively low deadweight
● The ‘footprint’ of the cargo is often large and does
● The successful transport of project cargoes
not allow ‘over-stow’;
requires good teamwork
● The positioning of the cargo and its sea-fastenings
● The responsibilities of each party should be
must be considered in relation to the strength of
defined and agreed (shipper / charterer / vessel
the deck, lashing locations and securing points,
owner / receiver / contractors)
any adjacent cargo holds or bunker tanks and the
● A proper transport manual or method statement requirements for protection from the sea /
should be prepared and agreed by all parties elements;
● A marine warranty surveyor (MWS) may be
involved, on behalf of cargo insurers. Cargo securing
● Sea-fastenings must provide restraint against
Key rules and guidelines
sliding and tipping for transverse, longitudinal and
Mandatory uplift motions;

● Charterparty requirements
● The vessel must have adequate securing points
(D-rings etc) to provide adequate securing for the
● Flag state / Classification society rules cargo. Where securing points are being fitted,
● Stability regulations: Intact and damaged follow normal hot work procedures and consider
the location with respect to fuel tanks etc;
● IMO CSS Code / Vessel Cargo Securing Manual
● All securing gear must be rated for its SWL, MBL
● CTU packing guidelines. and have an inventory;

Guidance ● ‘Soft’ sea-fastenings (e.g. wire lashings, chains

etc) are adaptable, cost effective, reusable and
● DNV-GL Rules for Marine Operations
easy to maintain. Proper rigging and re-tightening
● DNV-GL Noble Denton Guidelines. on voyage is required.

21
 ● ‘Hard’ sea-fastenings (stoppers etc) are effective ● For long cargoes, care is required to avoid
for sliding restraint and larger items, but generally transferring vessel longitudinal bending loads into
only useable once and may require specialist the cargo. Specialist expertise may be required to
design and fabrication design the sea-fastenings.
● ‘Hard’ and ‘soft’ sea-fastenings should not be
mixed in each mode of restraint, e.g. there should Vessel stability
not be a mix for sliding or tipping restraint.
● The vessel must comply with the IMO Code on
intact stability at all times. Damaged stability
Heavy-lifts scenarios should also be assessed for high value
cargoes
● A detailed lifting plan is essential. It should
address rigging arrangements, safe working loads ● Even if the IMO intact stability criteria are met, a
(SWL), lifting points and the stability of the lift vessel with high GM will be ‘stiff’ and impart high
forces to the cargo. The design of the
● Cranes must be well maintained, following
seafastenings must consider this and efforts made
manufacturer’s recommendations. Operating
to reduce GM
limits should be adhered to
● The use of ‘slack’ ballast tanks to reduce GM is
● Heavy-lifts and in particular tandem lifts (using
poor practice and can lead to structural damage.
more than one crane) require experience and
appropriate training.
Voyage planning and
Vessel strength/load spreading contingencies
● Consideration must be given to the vessel’s load ● The voyage should be critically assessed for the
limits for hatchcovers, tween-decks, tank tops etc; route, likely weather conditions, areas of
navigation danger, exposure to weather, as well as
● Heavy cargo units should be placed over the areas of known piracy activity
frames of the vessel and additional load spreading
may be required (grillages) ● The voyage route should include contingency
plans in case of emergency events or forecasted
● Wooden dunnage (solid wood of good quality) weather exceeding the limits defined in the
should be used to provide friction and assist load stowage and sea-fastening calculations
spreading
● During the voyage, the stowage and securing of
● The global longitudinal strength of the vessel must the cargo should be regularly checked (as far as
be checked for all key stages of the loading and safely possible).
discharge operations and for the voyage condition

How to handle project

How to handle project
cargoes cargoes
Guidance on how to safely load, stow, secure
and discharge heavy-lifts and project cargoes
The annex above is also available in
a handy, pocket-sized aide memoire
– part of the ‘How to’ series.
For copies, contact the Loss
Prevention Department at
Thomas Miller P&I Ltd.

UK P&I CLUB
IS MANAGED
BY THOMAS
MILLER

22
23
 For further information please contact:
Loss Prevention Department, Thomas Miller P&I Ltd
Tel: +44 20 7204 2307. Fax +44 20 7283 6517
Email: karl.lumbers@thomasmiller.com
24