Some important points regarding stowing, improper stowage, and improper securing of heavy cargoes, containers, and project cargoes include:
- Vehicles and heavy project/break-bulk cargo stowed on top of other cargo may not provide a firm surface for the over-stowed cargo.
- Cargo stowed atop other cargoes may damage or deform the cargoes below due to their weight.
- Vehicles or heavy cargo should be provided with securing/lashing points to assist in securing these cargoes. These securing points are usually marked by the manufacturer.
- Vehicles should not be secured to each other but should be secured independently to strong lashing points on the vessel’s structure.
- Dunnage should be placed under break-bulk/ project cargo to provide even surfaces and distribute weight so that the maximum load on tank tops is not exceeded.
- Lashings should be able to be tightened by the crew during the voyage as cargo settles. The use of turnbuckles is recommended.
- An understanding that bulk carriers are not specifically designed to carry cellularized cargoes. In considering the carriage of containers in any number or for any duration, it is important to consider the many factors associated with such carriage, as specified in the October 4, 2021, Club Alert, The Carriage of Containers on Noncellular Vessels.
- Attention should be given to the September 30, 2024, Club Circular No. 20/24, Project Cargoes, which recommends that marine warranty surveyors be employed for large, heavy-duty, and high-value project cargoes.
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. Therefore, the Master is obliged to:
- Decline to load specific cargo that does not comply with regulations. For example, loading vehicles with fuel in fuel tanks if the vessel is not equipped with a fire extinguishing system for cargo holds is not acceptable practice.
- Ensure that the cargo stowage will not result in damage to the vessel during the voyage if there is evidence of improper securing (e.g., wires passing through sharp objects liable to part due to the rigors of sea passage), that the vessel maintains the SFBM and stability within prescribed limits, or that the load density of the cargo tank top has been exceeded.
- Take advantage of any charter party provisions or clauses that may be to the master’s and/or owner’s advantage.
THE REPORT | MAR 2025 | ISSUE 111 | 95
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