Loading of Break Bulk Cargos Over Bulk Bags

North continues to see claims arising from damage to break bulk, and/or project cargoes, as well as bagged bulk cargoes which have been loaded in the same holds.

The damage to both bagged and break bulk cargo typically occurs when break bulk cargoes are loaded on top of flexible intermediate bulk containers (FIBC), more commonly referred to as bulk bags, resulting in the stow collapsing.

The loading of project and break bulk cargoon top of bulk bags is not considered to be  best practice.

Some of the reasons attributed to the collapse of stows have been identified as:

• The FIBCs suffering a structural failuredue to their maximum loading limits being exceeded,
• Damage during loading or handling,
• Poor stowage of the bags allowingmovement within the stow,and
• Insufficient or ineffective lashing andsecuring. In a number of cases the break bulk/project cargo has been lashed toeither the lashings used to secure the  bags or to the bags themselves.

Are FIBCS Suitable for the Intended Use?

FIBCs are required to conform to ISO andards which define, amongst other factors, the construction, the Safe Working Load (SWL), the safety factor and the class of FIBC i.e. either heavy duty re-usable, standard duty re-usable or single use. These factors determine the maximum compressive load each type of bulk bag is designed to withstand. The FIBC manufacturers will specify the maximum height that the bags can be stacked so as to avoid excessive compressive loading, this is a factor based on the SWL, normally resulting in a stow witha maximum of three tiers high. The bags are  not designed to be over-stowed with break bulk cargo.

Bulk bags cannot be considered to be a solid, strong or secure base on which to load other items of cargo, no matter how well the bulk bags have been loaded, stowed and secured. Loading break bulk cargo on top of bulk bags can also create significant problems with regards to locating suitable lashing points, as the vessel may not be fitted with suitable securing points at higher locations on the bulkheads.

Preparing a Detailed Loading Plan

Prior to loading any break bulk cargo or project cargo, particularly where bulk bags are also to be loaded, a detailed loading plan should be prepared based on the requirements of the Code of Safe Practice for Cargo Stowage and Securing (CSS Code) and the ship’s cargo securing manual (CSM). This must include lashing and stability calculations.

Completing the loading plan and securing and stability calculations becomes even more critical when the vessel is scheduled to load at multiple ports.

It is vital that accurate information on all cargo to be loaded is provided well in advance of loading, to ensure the loading plan is effective. This includes dimensions, weight, centre of gravity, location(s) of securing points, and whether the unit is fragile and must be positioned on the top of the stow, whether the cargo is bagged and must not be overstowed or is rigid and is suitable for other items of cargo to be loaded on top.

If loading has been planned with the intention of having bulk bags over-stowed with other cargoes, then the plan should be adjusted to ensure that all cargoes can be properly and securely loaded and stowed. Adjusting the lan ensures that suitable measures are beingtaken to protect the cargo from damage and ensures that the vessels stability will not be  adversely affected during the voyage as a result of the stow collapsing.

It is much easier and far more effective toadjust the plan at an early stage prior to cargo arriving alongside the vessel.

It is not unusual for requests to load additionalcargo to be made whilst the vessel is loading,  however, any additional cargo loading must be properly planned taking into account the nature of cargo already loaded, the integrityof the stow, means of lashing and securing  and the stability of the vessel.

Irrespective of charterers’ instructions toload additional cargo, the Master is obliged  to ensure the safety of the vessel, crew andcargo and if the intended load may jeopardise the safety of the vessel, then under Chapter V, Regulation 34-1, of the International  Convention for the Safety of Life at Sea(SOLAS), the Master has the authority to take any action deemed necessary to ensure the safety of the vessel.

In situations where the Master has concernsover the safety of the vessel and or cargo,  they should exercise their authority and stop further loading until satisfied that safety has not been compromised.

It is worth involving charterers as soon asany problems are discovered to minimise disruption. If concerns are not appropriately  addressed, a written note of protest stating theconcerns and deficiencies should be issued.

Further information

North’s Cargo Wise poster Stowage & Securing, highlights problems resulting from the poor stowage of break bulk cargoes. It can be viewed at www.nepia.com/media/73280/Posters-Cargo-Wise-Stowage-Securing.PDF

North has also produced a loss prevention guide on the subject of Cargo Stowage & Securing (Second Edition) which is available for Members in electronic format. Members requiring an electronic or hard copy of the uide should contact loss.prevention@nepia.com