Chartering Break-Bulk Ships – The Lost Art and Its Problems

Reserve specialized break-bulk tonnage 45–60 days before the planned load date to reduce demurrage, obtain required gear, and insert a universal cargo-handling clause into the charterparty. I recommend specifying stowage and lashing standards in CBM/CBFT and a penalty schedule for late delivery to address common issues quickly and keep operations within agreed tolerance levels.

Plan parcels by hold: typical break-bulk parcels run 1,200–6,000 cbft per hold, with multiple small parcels increasing handling time by 12–25% compared with unitized shipments. Require a consistent stowage plan submitted 72 hours before arrival, include generation of final manifests at least 24 hours prior, and mandate that heavy items be heavily lashed and secured as described in the plan. Specify crane capacity (min 25–40 tonnes), on-deck clearances, and a target load rate (m3/hour and tonnes/hour) to make voyage estimates possible and measurable by minute reporting.

Account for regional constraints: for finland ports add 1–2 business days for customs inspections and confirm shore crane availability; for exposed anchorages add contingency for weather delays that can leave a vessel grounded or waiting for tug assistance. Maintain direct communications with port officials and agents, require priority telephone and email points of contact, and include an escalation path so the operator can obtain clearance or expedite inspections within 24–48 hours when needed.

Practical checklist: include explicit CBFT/weight declarations, certified packing lists, agreed laytime calculations, and a clause for cargo surveyor attendance. Audit two recent voyages of each nominated vessel to verify consistent handling performance; require photos stamped by time and GPS for bulk lifts and insist on minute updates during complex lifts. These measures reduce disputes, limit rerouting, and make it possible to revive break-bulk operations without repeated contract friction.

Cargo Measurement, Packaging and Stowage Planning

Measure every break-bulk item by certified mass (tonnes), three-dimensional dimensions (m × m × m) and true centre of gravity; record these values on labelled sketches and attach calibrated scale certificates before you sign the charter.

Package heavy machinery in purpose-built cradles with timber scantlings sized to support at least 150% of static weight per contact point; use pressed-steel skids for repetitive lifts and specify pallet footprints in mm so stowage plans match actual deck slots. Use recycling-grade dunnage where port rules allow, and wrap electrical equipment to IP66 standards for short-term storage.

Plan stow by stacking levels with a clear allowable deck load per square metre: keep point loads under 5 t/m2 for standard hatch covers and under 15 t/m2 for reinforced decks unless the vessel’s design states otherwise. Calculate lashing requirements using dynamic coefficients: for deck stows apply lateral lashing capacity equal to 0.3 × cargo weight and vertical lashings equal to 0.2 × cargo weight; verify winch specification by counting expected revolutions under load and confirm brake holding torque against those cycles.

Position heavy units low and close to the vessel centreline to control metacentric height; secure anchor chains, spares and ballast access so they do not obstruct escape routes or stowage paths. For transits through narrow passages and strait segments check underkeel clearance and mark temporary buoys if pilotage requires lateral guidance; clarify quay strengths and berth restrictions with terminal planners before getting alongside.

Request individual packing lists, certified lifting plans and sling angles for each skid; seek clarification on weight tolerances and COG shifts after any pre-carriage work. Reference danish lashing and lifting guidance or the port authority’s prescribed standards for periodic gear inspection; enforce inspection intervals in the shipboard log.

Decide NAABSA or afloat berthing early in planning and record it in the charter clause, especially for shallow Louisiana terminals where grounding windows and tidal windows affect storage timing. Calculate on-site storage needs in m2 and m3, define stacking heights, and schedule deliver windows to match quay cranes’ outreach and SWL limits.

Issue a stowage plan that shows slot-by-slot weights, lash points, chain sizes and estimated unfolding of loads during manoeuvres; circulate the plan to the master, chief officer, terminal foreman and stevedore supervisor for signatures. Enforce deviations only by written amendment to the plan, and keep a photographed record of final stow for claims and post-voyage audits.

Measuring irregular units and converting to lifting and stowage plans

Measure five reference points – fore, aft, port, starboard and crown – and record three orthogonal dimensions plus two sectional heights to ±25 mm and center-of-gravity offsets to ±10 mm before drafting lifting and stowage plans; decide whether to treat the item as a single unit or as subcomponents for lifting at the measurement stage.

Use a laser distance meter for long spans and calipers for flange faces; break the shape into primitives and apply volume formulas: rectangular prism V = L×W×H, cylinder V = π×(D/2)²×L, truncated cone V = (π×L/3)×(R1²+R1R2+R2²). Example: an irregular crate measured as 2.50×1.40×1.20 m (prism equivalent) = 4.20 m3; convert to mass with density: steel 7.85 t/m3, common timber 0.60–0.90 t/m3, general machinery 0.7–1.8 t/m3. For the example crate filled with timber at 0.65 t/m3 mass = 4.20×0.65 = 2.73 t and stowage factor = 4.20/2.73 ≈ 1.54 m3/t.

Calculate sling tensions with geometry: for a symmetric two-leg sling with leg angle φ from vertical, tension per leg T = W / (2·cosφ). Example: φ = 30° → T ≈ 0.577·W. Apply a dynamic multiplier (recommend 1.15–1.25 if maneuver expected) and use manufacturer WLL and certificate data; adopt minimum safety factors per gear type (use tag and certificate values – typical practice: synthetic slings WLL per maker, chain slings with 6:1 factor). Cross-check the crane capacity chart at the planned radius and the electrical circuit and hydraulic system capacities on board; note the crane sector limits and the crane last inspection date so that lift procedures do not exceed rated envelope during any planned maneuver.

Compute deck bearing pressure as mass (t) divided by contact area (m2) to get t/m2; example: 2.73 t on 1.6 m2 → 1.71 t/m2. Compare to ship limits: many general multipurpose decks are maintained at ~5 t/m2, reinforced decks on purpose-built heavy-lift vessels up to 20–25 t/m2. Distribute load with timber blocking and bearing plates to keep local pressure below allowed values, secure watertight closures and check that hatch coamings and fastenings will not be compromised by the load or lashing arrangements.

Factor trim and longitudinal strength: calculate longitudinal bending moment from eccentric loads by resolving each unit’s longitudinal CG and applying M = W×L_offset; check against ship scantling limits and the vessel’s loading guidance. Include the rear and forward support reactions when items overhang; overhang beyond the stern or bow can cause unexpected trim that may delay depart or affect bunkering operations if not addressed in the stowage plan.

Integrate planning into the vessel’s operations system and issue a short guidance pack to stevedores and shipboard officers at least 24 hours before load operations; schedule a load-plan review meeting (propose wednesday for weekly slots) to review charted crane sectors, seamanship implications and any change of procedure. Circulate lift method statements, weight/dimension tables, and proceedings of that meeting to companies involved so everyone can propose solutions and sign off before cargo moves.

Use these checks as a minimum checklist: verify measured dimensions at five stations; convert volumes to mass with material-specific density; apply sling-angle and dynamic factors; confirm crane chart capacity at proposed radius and circuit availability; calculate deck pressure and blocking plan; confirm watertight and hatch integrity; record last inspection dates and ensure lifting gear is maintained; log seamanship actions for trimming and lashing; archive guidance and proceedings for audit and for regulators in the europe sector when requested.

Selecting unitisation and dunnage methods for heavy pieces

Use welded steel cradles with sacrificial steel skid plates and hardwood blocks as the primary unitisation for heavy pieces above 20 tonnes; for roll-on cargo choose skids with continuous steel runners rated to exceed 1.25×the cargo mass and fitted with bolted stanchions for lateral restraint.

Specify dunnage materials: laminated tropical hardwood blocks 150×150×200 mm under primary supports, 25–30 mm marine plywood as a bedding layer, and 10–12 mm steel spreader plates beneath high-pressure points. Treat and mark all timber to ISPM-15 and keep mill certificates; materials will carry batch IDs for port inspections and insurance audits.

Adopt lashing hardware aligned to expected dynamic loads: use Grade 8 or Grade 10 chain lashings (typical WLL 25–35 t per chain) with turnbuckles and tension indicators. Apply a design safety multiplier of 2.5–3.0 on static WLL and include a dynamic factor of 1.6–1.8 for heavy-lift movements. Example: a 50 t module requires at least four Grade 8 lashings (4×25 t = 100 t WLL) so that, with dynamic factor, the margin remains above 2× the expected inertial load.

For unitisation choose cradles when pieces present high centre-of-gravity or irregular contact surfaces; use framed skids for modular repeatable units and containerised frames for smaller heavy components to simplify handling across shipyards. In baltimore and Chinese shipyards prefabricate frames where possible to reduce port handling time; align frame foot-print to vessel hatch dimensions to avoid mid-sea reblocking at departure.

Define block spacing and shear restraints: point supports should not exceed 1.2–1.5 m spacing under concentrated loads; distributed loads may use 0.5–0.8 m spacing. Fit lateral shear keys and welded stop-plates to resist transverse forces; through-bolts should be grade 8.8 or better with torque marks on each bolt for verification during checks.

Document a clear securing plan: include a load description, CG coordinates, sling and chokering angles, and certified drawings of the cradle. Place RFID or barcode tags on each unit so port stevedores in bulgarias, United ports or other markets can verify placement quickly. Keep stowage photos, torque records and dunnage receipts under the ship’s cargo securing file and present them at the port of loading and discharge.

Verify operational readiness: confirm vessel capacity and hatch crane SWL at the loading port; confirm heavy-lift derrick capability and tandem lift procedures when needed. Use inclinometer readings and deck checks at 24-hour intervals; put the stowage plan on the ship’s operational radar and log any movement immediately, recording positioning, their restraint status and corrective actions.

Benefit from this approach: fewer reblocks, lower damage claims and predictable turnaround times. Provide suppliers with a clear description of the unit, accept only certified materials, and route pre-fabrication to the nearest suitable shipyards or ports to keep schedules and costs aligned with commercial markets and charter party requirements.

Calculating center‑of‑gravity effects for mixed cargoes

Calculate the vertical center of gravity (VCG) for each cargo block and the combined VCG before finalizing the stowage plan: VCG = Σ(Wi × VCGi) / ΣWi. Verify heel and trim with the vessel’s GM from the latest inclining experiment and apply any classification society rules and clarifications immediately.

1. Itemize and measure: record every item by weight (tonne), longitudinal station (m from aft perpendicular) and vertical height above the keel (m). Example list seen on a worked sheet:

   • Heavy machinery – 3,200 tonne @ 5.50 m above keel
   • Timber bundles – 2,500 tonne @ 2.00 m above keel
   • Reefer pallets – 1,200 tonne @ 7.00 m above keel
   • Fishing gear – 35 tonne @ 1.20 m above keel

   Combined weight = 6,935 tonne. VCG = (3,200×5.50 + 2,500×2.00 + 1,200×7.00 + 35×1.20)/6,935 = 31,042/6,935 ≈ 4.48 m above keel.

2. Check transverse stability (heel): compute heeling moment from a shift or off‑center stow (tonne‑metres). Heel (radians) ≈ heeling moment / (W × GM). Convert to degrees = radians × 57.2958. Example: 3,200 tonne shifts 0.20 m → moment = 640 tonne·m. With W = 6,935 tonne and GM = 1.10 m, heel ≈ 640 / (6,935×1.10) = 0.084 rad ≈ 4.8°. If a shift produces >8° heel, re‑stow immediately and notify terminals and crew.

3. Check longitudinal trimming: calculate trimming moment and change of trim using MCT1cm. For a typical panamax MCT1cm ≈ 180 tonne·m/cm (use your ship’s published figure). Example: trimming moment 1,200 tonne·m → trim change = 1,200 / 180 = 6.7 cm; update draft and check under‑keel clearance for coast legs or restricted water.

4. Mitigation and controls:

   • Use an electronic stability program to run the VCG/heel/trim cases and export a customized stowage plan for terminals.
   • Adopt phased loading: load heavy, low VCG items first and high VCG items later; schedule stability checks at defined periods (example: after each major hold completes and mid‑voyage inspection on wednesday at 0600 hours).
   • Apply stricter margins for passenger or fishing vessels; passenger stability windows and fishing gear lashings are governed by additional rules and may be deemed unsafe without extra GM reserve.
   • Flag any ambiguous declarations and request clarification from shippers; misdeclared weights may be deemed cause for fines or port dues and will place the crew at risk.

5. Operational notes:

   • Record all calculations in the electronic stability booklet and distribute copies to terminals, master and chief officer before operations start.
   • Plan operations in phased sequences to keep the vessel within safe heel/trim levels during each period; allow buffer hours for re‑stows and equipment shifts.
   • Account for ballast adjustments: small water ballast moves (m3) change VCG and should be modelled; 1 m3 of seawater ≈ 1.025 tonne and will affect VCG proportionally.
   • Log commercial entries (worldscale/freight notes) separately from stability logs; don’t mix contractual dues or freight calculations with safety data.

Implement these checks before mooring, after each major lift and whenever cargo configuration changes; document outcomes, assign responsibilities to the chief officer and chief mate, and train the crew on the specific challenges of mixed cargo on panamax and smaller units to reduce delays at terminals and limit exposure to port dues for late departures.

Preparing cargo securing plans compatible with ship fittings

Measure and document all ship fittings, lashing points and deck geometry before you finalise the cargo securing plan.

Immediate actions:

• Request the ship’s Securing Arrangement drawings, SWL certificates for fittings, general arrangement and tank plan; ask for these documents at least 72 hours before loading, and schedule receipt by Wednesday prior to the load week.
• Verify that the ship is equipped with certified lashing points and that the width, spacing and vertical orientation of those points match the cargo lashings you intend to use.
• Record tanks, bunkering manifolds and house-services runs on the plan so lashings and dunnage do not obstruct bunkering, vents or safe access to tanks.

Design rules and calculations:

• The plan shall contain a clear design basis: cargo mass, centre of gravity, planned stowage position, and assumed accelerations per the applicable Code of Safe Practice for Cargo Stowage and Securing (CSS) or the shipowner’s cargo securing manual.
• Use measured fitting SWL and apply a utilisation factor; never accept nominal figures such as “billion-newton” ratings from unverified suppliers–verify certificates and test reports.
• Calculate longitudinal, transverse and vertical components of lashing forces based on documented ship motion characteristics or standard acceleration values from the ship’s manual; annotate a motion index for each stow location on the plan.

Packing, dunnage and customized fittings:

• Specify packing and chocking details with dimensions and material; include dunnage plate width and bearing area. When cargo has irregular footprints, provide customized lash frames and show their attachment points.
• For tall items require vertical restraints: show vertical lashings and intermediate chocks to control tipping and sliding vertically and laterally.
• Identify property of securing gear (who supplies, marking, certificates) and list maintenance checks prior to use; mark gear serial numbers on the plan.

Compatibility checks and restrictions:

• Compare lashing geometry to ship fittings on a one-to-one basis; the plan excludes any arrangement that requires overloading a single fitting or cutting into structure without owner approval.
• Note below-deck access, hatch coamings and lashing rail limitations; mark any fittings that shall not be used for direct loads.
• Flag locations where cargo demands exceed available fittings and propose alternative solutions: deck-spreaders, axle strops, or temporary pad-eyes welded by approved shipyard teams.

Operational integration and approvals:

• Submit the securing plan with drawings, calculations and certificates to the shipowner and port authority for compliance check; obtain written acceptance before arrival to load port.
• Coordinate with the ship’s agent regarding pratique and local clearance so that inspections or adjustments do not delay operations.
• If operations involve japan ports or ships flagged to japan, add any specific local stowage and securing rules to the plan and secure local endorsements.

Practical checks at load time:

• Confirm actual positions of tanks, vents and bunkering points before final placement; avoid blocking emergency access or fuel lines.
• Verify fit of customized lashings and that the selected gear is free of corrosion, rated and tagged; replace any suspect item immediately.
• Perform a final walkdown with ship’s officer and stevedore foreman to cross-check the plan against real ship conditions and sign off on deviations.

Deliverables and record-keeping:

• The delivered plan shall contain: drawing set, calculation sheets, certificates, a list of used securing gear and a signed acceptance by the master.
• Maintain a change log that records any on-site modifications, time and personnel who authorised them; archive this with cargo and bill of lading records.
• For recurring trades, develop a simple index of successful securing arrangements (location, cargo type, amendments) to reduce rework on repeat sailings.

Performance and follow-up:

• Monitor early-voyage motions; if persistent unexpected motion demands appear, implement agreed remediation: tighten lashings, add chocks or reposition cargo beyond the original plan.
• Capture lessons learned and update the house cargo securing template so future plans need fewer last-minute changes.

Draft, Ballast and Port Operations for Break‑Bulk Loads

Conduct a preliminary draft survey and post the measured bow, stern and midship drafts to the ship’s log before any cargo moves; maintain under‑keel clearance (UKC) of at least 0.5 m for sheltered harbours and 0.8 m for open seas, and restore ballast in minute increments (0.5–2.0 tonnes) to keep trim within 0.5% of length.

Plan phased loading by bay and hold, with a loading sequence laid out on paper and in the cargo plan software; assign weight per bay, lashing points and the equivalent supporting structure for each piece, and calculate incremental GM and longitudinal centre of gravity after every phase so masters approve each handover.

Operate ballast tanks using a valve schedule and pump log that prevents sudden free surface changes; tag waste and sludge tanks and route waste pumping to segregated tanks only, with bilge and waste alarm thresholds set and tested before arrival. Maintain bilge sounding every eight hours and log any trend that requires corrective ballast action.

Coordinate shore crane rentals, berth window and pilot times in a single set of files submitted to the port authority and the ministry where required; include stability booklets, damage control plans and weighbridge tickets. Have masters sign arrival condition reports and keep copies on board and ashore for liability claims.

Keep the anchor and chain status transparent: show chain locker soundings, shackles marked and the anchor laid ready when tidal or wind changes exceed 15 knots. An anchor watch must run during delays, and a mooring-party checklist should state minimum heaving line and brake capacities.

Monitor list and trim continuously with live readings on starboard and port indicators and log minute corrections to ballast. Use portable draft gauges as a cross‑check; rapid corrections over 5 tonnes require concurrent review of lashing and securing plans because sudden changes can render lashings liable to fail.

Address new‑building or modified vessels by validating hull form and tank capacity against builder’s plans before employing them for heavy single lifts; perform a drydock‑equivalent inclining test or full ballast trials if documentation is incomplete, and document deviations in the ship’s files.

Compare break‑bulk operations to containerization in performance metrics: expect slower bay turnaround but lower concentrated deck load per square metre; allocate extra time in berth bookings and rentals for non-standard lifts, and build extraordinary weather margins when swell or cross‑seas affect crane outreach.

Use a short final checklist: draft survey signed, ballast pump schedule running, anchor status verified, bilge and waste pumps tested, lashing plans approved and files submitted to the port/ministry. Follow these steps and you will reduce delays, limit waste of time and materials, and lower the risk of claims.

Determining allowable sailing draft under charterparty constraints

Set the sailing draft to the lesser of (a) the draft permitted by the charterparty and (b) the port limiting draft (chart depth minus required under-keel clearance); document the calculation, get written approval from the charterer and port authority, and do not sail until permission is granted.

1) Calculate displacement and deadweight precisely: read hydrostatic table for the ship, interpolate displacement at proposed draft, then compute available cargo = displacement − lightweight − bunkers − stores. If available cargo would exceed the charterparty deadweight clause, reduce cargo or ballast so the resulting draft does not exceed the charterparty limit. Example: lightweight 12,000 t, displacement at 8.50 m = 27,400 t → available cargo+consumables = 15,400 t; if charterparty deadweight = 16,000 t you remain within limits; if not, adjust.

2) Verify under-keel clearance (UKC): apply static UKC (port chart datum), add predicted squat (0.3–0.8 m for restricted fairways depending on speed), add safety margin (0.5 m for deep water, 1.0 m for shallow approaches). Do not allow the sailing draft to exceed port limiting draft − (squat + safety margin). Use years of local pilotage data where available to set squat and margin.

3) Check structural and strength limits by station and sector: obtain frame-by-frame bending moment and shear from the loading computer, perform plotting of longitudinal bending and shear against permissible values, and ensure no sector of the hull exceeds allowable stress. Trim for final draft and recalc longitudinal strength; if any station exceeds limit, adjust stowage or ballast to redistribute weight.

4) Respect operational and cargo constraints: if cargo risks acidification (fertiliser, sulphur-rich ores), allocate extra freeboard and controlled ventilation or alternate storage locations in holds; document the mitigations. For break-bulk moved to/from rail, allow extra margin for shore rakes and stay-clear operations; inform the rail handler and cargo holder of final rail/ship interface heights.

5) Charterparty administration and authority: treat clauses on allowable draft as binding. Obtain a written release from the charterer for any draft that would exceed a contractual figure, and secure port/harbour master permission when local regulations require it. Do not rely on verbal clearance or assume approval will be automatically granted.

6) Practical tools and workflow: develop a simple spreadsheet that logs: proposed draft, displacement, deadweight used, remaining permissible cargo, UKC calculations (chart depth, tide, squat, margin), bending moment checks by station, and signatures from ship manager and charterer. Use that as the formal introduction page of the departure file and attach pilot/port approvals; keep records for audits and claims.

7) Risk controls and decision rules: if calculations show any exceedance of UKC or structural limits, delay loading or transfer cargo to another sector/hold until you can meet constraints; if marginal (within 0.1–0.2 m of limit) get explicit written acceptance from the charterer and port, and plan conservative speed to reduce squat. Better to reduce draft by trimming or lightening bunkers than to accept conditional permissions.

8) Communication and release process: require the master, ship manager and charterer’s representative to sign the final draft release before pilot boarding; record times, persons granting permission, and any conditional items (e.g., controlled speed, pilotage station, restricted steaming sectors). That signed release protects the holder of the bill of lading and the company against claims arising from sailing beyond permitted limits.

Sequencing ballast changes to control trim during multi‑port loading

Sequence ballast transfers so the vessel’s trim alters no more than 0.3–0.6° per hour and longitudinal bending moment stays within +/-5% of the intact condition; this minimizes structural stress and reduces port delays that can cost a million‑dollar day for a busy multipurpose call schedule.

Calculate required ballast change from the difference between cargo longitudinal centre of gravity (LCG) shift and the vessel’s longitudinal metacentric height (KM). Use seawater density 1.025 t/m3 for conversions: 100 t change ≈ 97.6 m3. Maintain a 10% reserve in pumps and lines to allow fixing of unexpected lists. Prepare an extensive ballast plan that lists exact tank transfers, pump rates, and valve arrangements.

Plan the sequence around pilotage windows and berth availability. For each port follow this order: pre‑ballast to pre‑trim, cargo stow/load, re‑ballast to final trim. Table below follows a practical example for a 12,000 dwt multipurpose vessel calling three ports in the Arabian Gulf; numbers show ballast moved, time estimate and pilotage notes.

Assign responsibilities: the master signs the ballast plan, the chief engineer controls pumps, and the cargo superintendent verifies LCG after each lift. Use mobile pump capacity ≥500 m3/h per pump or parallel units; this gives the ability to meet the recommended trim rate and leaves redundancy for fixing leaks or valve failures.

Mitigate regulatory and environmental risk: operate ballast water recycling systems to comply with global BWM rules and local Arabian Gulf discharge restrictions. Document transfers in the ballast log and record GPS timestamps at transfer start and stop; this record covers audits and force majeure (majeure) claims.

Anticipate delays at key points by pre‑staging ballast and cargo plans ashore with private agents and port authorities. If berth delays exceed two hours, reduce transfer rates to 50% and maintain a minimum 0.2 m reserve freeboard; this prevents Plimsoll immersion and preserves firefighting access routes.

Example sequencing checklist follows for use on a multipurpose vessel: 1) calculate LCG after each lift and required ballast; 2) schedule transfers so total trim change per hour ≤0.6°; 3) verify pump and valve arrangement and mobile backup; 4) confirm cargo fixing and hatch cover status before major deballast; 5) log all transfers and notify pilotage before arrival. Apply these points to other voyage plans and adjust volumes proportionally to vessel deadweight.