SAFE T Y
Briefings
Proper stowage of mixed cargoes on bulk carriers The American P&I Club has raised concerns that have
arisen regarding the loading of finished and unfinished steel products alongside break-bulk, containerized, and project cargoes in the same cargo hold of bulk carriers.
Examples of break-bulk, containerized, and project cargoes include large, heavy, oversized items, machinery parts, crates, and heavy-duty wheeled items such as trucks, cranes, or pay loaders. Unlike vessels dedicated to carrying break-bulk, containerized, or project cargoes, bulk carriers are not fitted with suitable lashing and securing arrangements.
The irregular sizes, shapes, and weights of such non-pure-bulk cargoes are challenging to safely lash and secure, and typically require makeshift arrangements. Furthermore, such arrangements are challenging for the crew to supervise for safety when a vessel is at sea.
Wheeled cargoes pose a particular risk due to their higher propensity to shift. The stowage and securing of wheeled cargoes are addressed specifically in Annex 4 of the Cargo Stowage and Securing (CSS) Code.
Similarly, break-bulk or project cargoes are often stowed atop steel cargoes. While specified finished and semi-finished steel cargoes are subject to a pre-load survey, as stipulated in the August 19, 2024, Club Circular No. 16/24, Steel Cargo Pre-Load Surveys, operators should also consider employing experienced surveyors familiar with the stowage and securing of break-bulk, containerized, and project cargoes intermixed with or over stowed on top of other cargoes, given the related risk of damage caused by excessive weight or improper securing of such non-pure-bulk cargoes.
The cost of utilizing an experienced surveyor outweighs the potential losses to the cargo, vessel, or injuries to the crew that may arise from a lack of expert assistance during loading.
The essential steps that should be in hand and approved prior to loading cargo are as follows:
– The vessel’s stowage plan should be made available well in advance of loading.
– Upon receipt of the stowage plan, the Master should input the relevant data into the loadicator to ensure the vessel’s shear force bending moment (SFBM) and stability are within the applicable limits.
– It should be clear how the cargo is to be secured as per the Cargo Securing Manual (CSM), and that relevant stowage and lashing materials and equipment are available aboard the vessel in compliance with the CSS Code.
Shipowners have the responsibility to ensure that the vessel is suitable and fit for purpose to carry break-bulk cargo, containers, and project cargoes with due regard to statutory regulations and classification society standards. The flag State-approved CSM should be on board the vessel as it provides the approved lashing and securing arrangements, in addition to detailing the lashing devices available on board. However, the lashing material for break-bulk cargo, containers, and project cargoes is usually provided by the charterers.
If specified cargoes are not allowed to be loaded as per the vessel’s CSM, the owners should notify the charterers and consult their classification society and/or flag State for further guidance. The Master ultimately has the responsibility to ensure that the cargo is safely handled, stowed, and secured as per applicable regulations.
Always review hazardous zone requirements
The US Coast Guard (USCG) has emphasised the critical need for hazard awareness and proper marking of hazardous zones following a recent marine incident involving a tri-fuelled vessel that resulted in severe injuries to crewmembers.
Despite being aware of nearby crankcase and LNG purge vents in their work area, the crew did not know that the vessel was actively using methane as a fuel source. As a result, the work was being conducted in a hazardous zone. Although marked as a hazardous zone on the vessel’s plans, the zones were not physically or otherwise marked as hazardous on the deck, providing no visual indication to the crew of the potential hazards present.
While the crew performed assigned work on top of the pilothouse, a failed engine purge valve actuator released LNG vapours through the vents located in the crew’s work area. Believing the area was gas-free, a crewmember struck a lighter, igniting the LNG fumes and causing severe injury to both crewmembers in the area. This incident shows the critical importance of hazard awareness, proper marking of hazardous zones, and strict adherence to safety protocols.
The Coast Guard strongly recommends that vessel owners, operators, and other stakeholders: - Review hazardous zone requirements and ensure crewmembers are fully aware of the circumstances and dangers that define hazardous areas.
- Ensure all hazardous zones are clearly marked and crewmembers are aware of the locations and associated hazards.
- Marine inspectors, investigators, and surveyors should remain vigilant about these issues and take corrective actions as needed.
THE REPORT | MAR 2025 | ISSUE 111 | 25
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