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Risk
Bulletin
Beware of overhanging cargo
Number 51
March
2014 Report published by Allianz Risk Consulting

Description of the case study Damage

Six barges were loaded on a semi-submersible vessel in
Romania to destination Rotterdam during the spring
time.
The loading plan at departure was as indicated below
(all dimensions are an approximation):
Ship’s Bow
Bridge
Of the three barges loaded transversally, the two longest
were damaged beyond repairs and considered total
losses. The third barge was twisted and its rudder and
rudder stock were bent.
The repairs of this barge required the cropping of a nine
meters long section aft and a six metres length of double
bottom forward.

The overall costs for the repairs works came to to Euros

240,000.

Soon after having passed Cape St Vincent, the ship

began to roll. In spite of having been advised of the sea
conditions and the heavy swell present in this area, the
ship’s master continued at same speed in accordance
with the initial passage plan.

Due to the ship’s rolling motion, the three barges loaded

forward on the deck plunged into the sea and loaded
hundreds tonnes of water.

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 Causes Lessons learnt
Initially only five barges were to be loaded. The plan was To avoid another similar type of loss, the following
to load these five units longitudinally, their longitudinal measures should be taken prior to any barge or ship
axis making a small angle with the semi-submersible transportation:
vessel’s one due to the presence of two funnels aft.
At the last minute the loading plan was changed to load • The vessel should be approved by the insurers
an additional barge without warning and prior consent involved. Any vessel not complying with the age, class
of both barge owners and insurers. and P&I policy conditions should not be accepted
without the insurer’s risk consultant prior approval.
Three barges were lashed transversally forward of cargo • Reject the low quality operators and ship managers.
space, the longest overhanging by 24 metrers over water. • Make sure that the ship’s hold or deck dimensions are
The three others were stowed aft of the cargo space, the suitable to load the barges or ships longitudinally if
longest overhanging by 16 meters aft of the vessel. they are longer than the ship’s breadth. Any
transportation of barges overhanging from vessel
In these conditions, a rolling angle of five degrees only should be refused or critically reviewed.
allowed the barges loaded transversally to touch the
water. A pitching angle of three degrees was enough for The surveyors appointed by the insurers should:
the barge overhanging aft to come into contact with water.
• In case the transport happens by towed barge, inspect
The calculated extreme list and trim that the vessel the barge and the tug. The surveyor must be given
would take during the trip were 13° and 8°respectively. authority to refuse both tug and barge.
These conditions were taken into account for the lashing, • Examine the loading plan and require any
but no one ever expected that a barge overhanging by modification deemed necessary. The loading should
24 meters would scoop water with a 13° list. not start before the loading plan has been approved.
• Overhanging cargo must always be carefully reviewed
The surveyor appointed by the insurers did not object to by a Naval Architect for potential for slamming
the unusual loading plan and delivered a certificate clean damage or submerging and restrictive sea states
of any weather condition warranties. developed accordingly.
• Check the handling means in case of loading onto
The rolling and pitching angles at Cap St Vincent were general cargo or heavy lift vessels.
two and three degrees respectively in a sea state • Check the lashing / securing,
moderate to rough and a rough NW swell. • Assign maximum weather condition warranties forthe
wind, sea and swell at which the vessel would have to
When advised that the weather conditions would seek shelter or would not leave the port.
worsen over the next few hours, the master should have
changed course and/or speed or seek shelter. Instead he
chose to sail at full speed according to the passage plan ARC Marine Risk Consultants are
to meet the planned ETA at their destination.
able to assist our clients in
The vessel rolling heavily, tons of water were loaded into addressing these complex issues
the barges causing not only damage but also a loss of
stability of the vessel by free surface effect that might
and help them make the best
have led to capsizing. decisions for their shipment.

Captain Jean-Pierre
Ryckaert
Senior Marine Technical
adviser

Tel: +33 1 5885 8775 24 Metres

Jean-pierre.ryckaert@
allianz.com

RB-ARC-51-en

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