CHAPTER 4

Heavy Lifting and Project Cargo

INTRODUCTION

With the increase in overall ship size and the need for greater loads it was to be expected
that a comparable increased role, in marine heavy lifts, would become necessary to meet
larger and greater demands. Such fundamentals caused massive expansion to take place in
the ‘Project Cargo Sector’ of the industry, especially with the increased association with
the offshore sector. It also generated the need for safer and more detailed planning for
what used to be termed the conventional ‘Heavy Lift’.
Previous operational practice relied heavily on single swinging derrick use, leading to
specialist rigs like Hallen, Velle and onto the Stüelcken rigs. Although adequate for the
day, they were not compatible for the flourishing unit load systems. Floating cranes and
sheer leg platforms became entwined within the heavy lifting sector for the occasional
heavy load. Computer assisted lifting grew with tandem lifts and direct control achieved
via a personal joystick operator for heavy lift movement.
Such advances brought in the more intimate use of the designated heavy lift ship, using
hydrostatic forces to allow Float on Float off techniques to dominate. Progress from what
was known as a conventional ‘Heavy Lift’ which needed to overcome the forces of gravity,
expanded into that of major project cargo movements.
This comparatively new sector has become a welcome associate of the ‘Offshore Oil/
Gas Industry’, inclusive of offshore Wind Farms and the world of Marine Salvage. These
developments are still ongoing, and in many areas counter the threats of Global Warming
and the need for greener energies.
The early initial searches for hydrocarbons caused the generation of many offshore
installations. However, many of the rigs and platforms are now reaching their viable life
span as oil/gas fields become exhausted. So much so, that major companies are charged
with clearing offshore sites, in order to return the sea-bed to its original natural envi-
ronment. Such clearances, probably into the next century, will see the increased needs
for heavy lifting operations, by not only floating shear legs, floating cranes and the semi-
submersible heavy lifting vessels.

DOI: 10.4324/9781003407706-4
 Heavy Lifting and Project Cargo 103

LOADING AND DISCHARGING HEAVY LIFTS

It is normal seagoing practice for the Chief Officer of the vessel to supervise the movement
of heavy lifts both in and out of the vessel. This is not to say that the Mate of the ship will
not delegate specific functions to the more junior cargo officer or to the stevedore supervisor.
Prior to commencing any lift, the derrick and associated lifting gear needs to be prepared.
Several vessels were fitted with the large ‘Stüelcken’ type derricks, or specialised Hallen or
Velle derricks as opposed to the more conventional ‘Jumbo’ derrick. Rigging of these lifting
appliances usually necessitates reference to the manufacturer’s instructions and to the ship’s
rigging plan.
Preparations of setting up the lifting gear, especially when officers are unfamiliar with
the style of rig, can be a detailed process and is usually co-ordinated by a check list and
would have a corresponding risk assessment as a standard procedure.
Preparation time for a heavy derrick can vary, depending on the type, but a period of
up to two hours would not be unusual. Man management of the rigging crew and advance
planning with regard to the number of lifts and in what order they are to be made, in
relation to the Port of Discharge and order of reception of cargo parcels, would be the
expected norm.

Note: Where a load is outside the working capacity of the ships lifting gear, it would
be usual practice to engage a floating crane or a floating sheer leg platform to take on
the load. Chief Officers would then need to assure themselves that the Port of Discharge
has a suitable heavy lifting capability in order to carry out discharge to land the load.

With loading or discharging any heavy cargo parcels the ship retains total responsibility
for the vessels stability. It is usual for the Chief Officer (Chief Mate) to assess the positive
stability of the vessel throughout any operation to load or discharge heavy lifts. Particular
attention being paid to any angle of heel the vessel may incur when engaging ships’ own
lifting gear. Any added weight to the vessel, above the ships C of G, will effectively reduce
the vessel’s GM, unless pre-compensated for.

THE SHIPBOARD HEAVY LIFT OPERATION (CONVENTIONAL

‘JUMBO’ DERRICK)

It must be assumed that the ship’s Chief Officer will order all preparations for the derrick
to be rigged in accord with the ship’s Rigging Plan and to any instructions of the derrick/
crane manufacturer. The boom would normally be broken from its stowage position and
this is usually from a clamped position against the ships mast or ‘Samson (Goal) Post’
support structure.
104 Heavy Lifting and Project Cargo

Unless the vessel is regularly engaged in Heavy Lift operations the use of the ‘Jumbo’
derrick may be considered an exceptional occasion. If this is the case it would be essential
that a ‘Risk Assessment’ is carried out prior to breaking out the derrick from stowage
and engaging in such an operation. Consideration of any risk assessment should include
the weather conditions for the time of the lift, the stability criteria, the experience of
personnel engaged and the equipment involved with the lift, together with any pertinent
specifics regarding the type of load being loaded/discharged.
Early preparations to ensure correct rigging of the boom would need to ensure that all
other small derricks are clear of the operational area. Additional ‘Preventer Backstays’, if
required, are rigged to supporting mast structures as per the rigging plan.
Additionally, all personnel involved should be informed and made aware of the
activities of the task on hand, before releasing the securing clamp holding the boom
in position.
If the derrick is not in regular use, the ‘topping lift’ would generally be protected by a
canvas cover sheeting while in the stowed position and this would require to be removed.
Men ordered to remove this cover would also connect steadying guys (rope gantlines) to
each side of the head of the derrick (prior to releasing the clamp), to permit the derrick
to be controlled while lowing the boom on the topping lift. Although different ships have
different practices, when the derrick is stowed for sea, it is normally stripped of its oper-
ational guys and associated rigging, other than the topping lift. As such, the bare boom
would need to be lowered to deck level in order to secure the slewing guys and the lifting
purchase to the derrick head.

Note: Long sea passages sometimes necessitate the removal of the topping lift as well.
Such action would require the topping lift to be re-rove in situation, to support the initial
lowering of the derrick.

Derrick Rigging
It should also be realised from the onset, that the rigging of the boom, usually con-
structed of tubular steel, is not an overly heavy task in itself. It is only when the boom
is fully rigged and accepting the cargo load that the operation enters the heavy lift
arena. This often becomes noticeable when breaking out the boom from its clamped
position. The comparatively light tubular steel boom may require a wire messenger
to be shackled at the head and lead to a winch in order to heave the derrick away
from the vertical stow and allow the topping lift blocks to subsequently overhaul,
causing the derrick to be lowered. The combined weight on the gantlines and the wire
messenger should be enough to lower the derrick in a controlled manner and allow
the topping lift to overhaul. Once at the deck position, all additional rigging can be
secured to the derrick and should be seen to be well greased and in an effective oper-
ational condition.
 Heavy Lifting and Project Cargo 105

THE CONVENTIONAL HEAVY LIFT – ‘JUMBO’ DERRICK

Spider band
Topping Lift Span Tackle
Mast and
Hounds
Tumbler
Band with
Preventer
Back Stays
deployed
Lead sheave

Lifting
purchase
Lead block
Stb’d power guy
pennant and
double purchase
Heel of
derrick

Ramshorn hook
Tabernacle

To
winch
Hatchway

Winch

Power guy lead to

winch from port guy

FIGURE 4.1 Basic working design of a conventional heavy lift shipboard derrick, found up to
a size of about 150 tonnes SWL, usually stowed in the vertical clamped against a mast.

Many older dry cargo ships were equipped with a heavy duty crane or a heavy der-
rick, for that occasional lift. The lifting appliance was not always kept in the rigged
condition. When needed they had to be rigged as per the ships rigging plan.
Operations of such appliances were expensive in time and maintenance and their
use has been in decline with the expansion of designated heavy lift ships.

PRECAUTIONARY CHECK LIST FOR HEAVY LIFT DERRICK

OPERATION

1 Carry out a ‘Risk Assessment’ prior to commencing the operation to ensure that all
possible areas of hazard are taken account of and that all risks are at an acceptable,
tolerable risk level.
2 Ensure that the stability of the vessel is adequate to compensate for the anticipated angle
of heel that will be experienced when the load is at the maximum angle of outreach. All
free surface elements should be reduced or eliminated if possible, to ensure a positive
value of ‘GM’ throughout the operation.
106 Heavy Lifting and Project Cargo

3 Any additional rigging, such as ‘Preventer backstays’, should be secured as per the
ship’s rigging plan.
4 A full inspection of all guys, lifting tackles, blocks, shackles and wires should be inspected
prior to commencing the lift, and should be made by the Officer in Charge. All associ-
ated equipment should be found to be in correct order with correct Safe Working Load
shackles in position and all tackles must be seen to be overhauling.
5 Men should be ordered to lift the gangway from the quayside, and then ordered to
positions of stand-by, to tend the vessels moorings at the fore and aft stations.
6 Ships ‘fenders’ should be rigged overside to prevent ship contact with the quayside at
the moment of heeling.
7 Ensure that the deck area, where the weight is to be landed (when loading) is clear of
obstructions and the deck plate is laid with timber bearers (heavy dunnage) to spread
the weight of the load. The ship’s plans should be consulted to ensure that the limitations
of the load density plan and deck load capacity are not exceeded.
8 Check that the winch drivers are experienced and competent and that all winches are
placed into double gear to ensure a slow moving operation.
9 Remove any obstructive ship’s side rails if appropriate and check that the passage of the
load from shore to ship is clear of obstructions.
10 Release any barges or small boats moored to the ships sides before commencing any
heavy lift operation.
11 Secure steadying lines to the load itself and to any saucer/collar connection fitment
attached to the lifting hook.
12 Inspect and confirm the lifting points of the load are attached to the load itself and not
just secured to any protective casing.
13 Ensure that the area is clear of all unnecessary personnel and that winch drivers are in
sight of a single controller.
14 Set tight all power guys, and secure the lifting strops to the hook and load, respectively.
15 When all rigging is considered ready, the weight of the load should be taken to ‘float’
the weight clear of the quayside (loading). This action will cause the vessel to heel over
as the full weight of the load becomes effective at the head of the derrick boom.
NB. Some lateral drag movement must be anticipated on the load and it is important
that the line of plumb is not lost with the ship heeling over.
16 Once the load is suspended from the derrick and the Chief Officer can check that the
rigging of the equipment is satisfactory, then the control of the hoist operation can be
passed to the hatch controlling foreman.

Assuming that all checks are in order, the Chief Officer would not normally intervene with
the lifting operation being controlled by the hatch foreman, only if something untoward
happened which would warrant intervention by the ship’s officer. This is strictly a case of
too many cooks could spoil a safe loading operation.
NB. The main duties of the Chief Officer are to ensure that the vessel has adequate
positive stability and this can be improved by filling double bottom water ballast tanks.
 Heavy Lifting and Project Cargo 107

Additionally he should ensure that the derrick is rigged correctly and that all moving parts
are operating in a smooth manner and all tackles are overhauling.

Operation
It would be normal practice for the Chief Officer to assess the existing ballast within the
vessel and, if appropriate, add additional water ballast to eliminate free surface and pro-
vide bottom weight to increase the range of ‘GM’. Reference to the ballast management
plan and record book would be anticipated before and after making the heavy lift.
The actual stowage position for the Heavy Lift should have been assessed for total
cubic capacity and the deck load density plan should reflect acceptable values for the
intended load.
Heavy loads tend to generate unwanted ship stresses and these should be eliminated by
the structural fabric of and around the stowage area of the load.
Measurement of the load extremities must allow load access to the intended stowage
area/compartment. Where any height restrictions exist inside a compartment, allowance
should also be made for any additional thickness of timber bearers. (Point loading can be
avoided by timber bearers spreading the load over a larger area.)
Adequate manpower should be available in the form of competent winch drivers and
the supervising controller. Winches should be set into double gear for a slow operation
and steadying lines of appropriate size should be secured to points on the load to allow
position adjustments to be made.
108 Heavy Lifting and Project Cargo

For’d
masthouse

Topping lift winch Lifting purchase

winch

Ships side

H/L Derrick
Starboard
Hatch power guy
coaming

HH

Passage
of load
Port
power
guy

LL

Load

Port guy winch Starboard guy winch

FIGURE 4.2 Heavy lift – Jumbo derrick.

 Heavy Lifting and Project Cargo 109

FIGURE 4.3 Conventional Jumbo heavy lifting derrick, seen in the vertically stowed position
clamped to a double Samson Post (goal post) structure. The Samson posts also support
smaller 10 tonne S.W.L. derricks for working general cargoes other than heavy lifts.
110 Heavy Lifting and Project Cargo

THE STÜELCKEN MAST CARGO HANDLING SYSTEM

The heavy lift Stüelcken systems are noticeable by the prominent angled support mast
structure positioned either side of the ship’s centre line. The main boom is usually socket
mounted and fitted into a tabernacle on the centre line. This positioning allows the derrick
to work two hatches forward and aft and does not restrict heavy loads to a single space, as
with a conventional derrick.
The Stüelcken posts, set athwartships, provide not only leads for the topping lifts and
guy arrangement but also support smaller five and ten ton derricks with their associated
rigging. The posts are of such a wide diameter that they accommodate an internal staircase
to provide access to the operator’s cab, usually set high up on the post to allow overall
vision of the operation.
The rigging and winch arrangement is such that four winches control the topping lift
and guy arrangement while two additional winches control the main lifting purchase.
Endless wires pay out/wind on, to the winch barrels, by operation of a one-man, six-notch
controller.
Various designs have been developed over the years and modifications have been
added. The ‘Double Pendulum’ model which serves two hatches operates with a floating

FIGURE 4.4 Stüelcken heavy lifting mast structure.

 Heavy Lifting and Project Cargo 111

head which is allowed to tilt in the fore and aft line when serving respective cargo spaces.
A ‘Rams Horn Hook’ with a changeable double collar fitting being secured across the two
pendulum lifting tackles. The system operates with an emergency cut off which stops
winches and applies electro-magnetic locking brakes.
Stüelcken derrick rigs are configured with numerous anti-friction bearings which pro-
duce only about 2% friction throughout a lifting operation. These bearings are extremely
durable and do not require maintenance for up to four years making them an attractive
option to operators, in their day.
All blocks are of a multi-sheave construction often running to ten (10) or twelve (12)
sheaves. They tend to have an extremely smooth, slow moving operation, virtually
frictionless movement when engaged in loading or discharging cargo parcels.
The standard wires for the rig are 40 mm and the barrels of winches are usually spiral
grooved to safeguard their condition and endurance. The length of the span tackles are
variable and will be dependent on the length of the boom.

Pendulum Tackles from

Floating Head

Lower Blocks

Cross Piece
Collar
Steel Bolts
Ramshorn Hook
with safety tongues
FIGURE 4.5 Lifting hoist arrangement for a double pendulum Stüelcken cargo gear system.
112 Heavy Lifting and Project Cargo

STÜELCKEN MAST: RIG TYPES FOR HEAVY LIFTING

FIGURE 4.6 Stüelcken mast with heavy lift swinging derricks.

Note: Although Stüelcken rigs still remain operational, their use has diminished with
the improved designs of designated Heavy Lift Vessels, which tend to have dominated
the ‘Heavy Lift Sector’ of the industry over the last decade.
 Heavy Lifting and Project Cargo 113

FIGURE 4.7 A heavy lift operation of an inshore and harbour work boat being lifted by
a Stüelcken mast arrangement using the ramshorn hook with a double pendulum lifting
purchase arrangement.
114 Heavy Lifting and Project Cargo

FIGURE 4.8 Example of multi-sheave heavy duty blocks used extensively with heavy lifting
plant. The Stüelken lifting rigs usually engaged with 12 sheave heavy duty blocks. Where
large rigging fitments are employed full account must be made for the weight of slings blocks
and shackles when assessing the Safe Working Load capability of the rig.

THE ORDERING OF CARGO LIFTING GEAR

It is normal practice for the Chief Officers of ships to ensure that the ship’s lifting gear
is maintained in an efficient manner. To this end voyage requirements usually require
the ordering of new shackles, blocks, wires etc. Manufacturers and suppliers need to be
appraised of all relevant facts to which rigging equipment will be applied.
To this end the following details are required to accompany orders of:
 Heavy Lifting and Project Cargo 115

Blocks – Description and Position of Block

Quantity required.
SWL of the derrick/crane.
Number of sheaves.
Diameter of sheave.
Size of wire or rope.
SWL of block required.
Proof load.
With or without becket fitment.
With or without shackle.
Specified fitment, i.e. duck bill or oval eye, swivel yes/no
(with respective dimensions).
Catalogue number if available.

Shackles – Description and Position of Shackle

Quantity required.
Type of shackle (bow or ‘D’).
SWL of shackle.
Proof load.
Catalogue number if available.

Wires – Description and Position of Wire

Quantity required.
Construction of wire (i.e. 6 x 24 wps F.S.W.R.).
SWL of wire.
Size of wire diameter (i.e. 24 mm).
Proof load.
Length of coil.
Catalogue number if available.

When ordering new rigging equipment they are normally supplied with the required cer-
tificate. Chief Officers would normally file these for insertion into the Register of Lifting
Appliances and Cargo Handling Gear as required for ISM audits.

STABILITY DETAIL (LIFT ON/LIFT OFF OPERATIONS)

It must be anticipated that the vessel will move to an angle of heel when making a
heavy lift with the derrick extended. This angle of heel should be calculated and the loss
of ‘GM’ ascertained prior to commencing the lift. Clearly any loss of positive stability
should be kept to a minimum and to this end, any free surface effects in the ship’s
tanks should be eliminated before any movement of the load, wherever possible.
116 Heavy Lifting and Project Cargo

Stability with Heavy Lifts

Whenever a vessel is engaged in loading heavy lifts, mean sinkage will occur and the ves-
sels draughts can expect to change. Depending on the weight of the load itself and the
method of loading/discharging the vessel can expect to be heeled over (port or starboard)
to a greater or lesser degree. Conventional lifts by shipboard derrick or crane would gen-
erally be expected to generate an angle of heel.
If it is realised from the onset that once a heavy lift is taken up by a crane or derrick the
centre of gravity of the load is deemed to act from the head of that derrick or crane jib.
When calculating the ships stability criteria, this assumption is, for all intents and purposes,
like loading a weight above the ships centre of gravity.
Mariners who find themselves involved in ship stability calculations will appreciate that
when a weight is loaded on board the vessel, a movement of the ships ‘G’ will be expected.
This movement (GG¹), will be in a direction towards the weight being loaded. It therefore
follows that once a weight is lifted and that weight effectively acts from the head of the
derrick, the ships position of ‘G’ will move upwards towards this point of action.
The outcome of lifting the load and causing an upward movement of ‘G’ is to cause G
to move towards M (the Metacentre). This action would be to effect a reduction in the
ships GM Value (GM = Metacentric Height).

K
FIGURE 4.9 Condition 1 shows the reflective positions of M, the Metacentre. G, the ship’s
centre of gravity, and K, the position of the keel with the vessel in an upright aspect (double
bottom tanks empty).

Once the weight of the load is taken by the ships derrick, chief officers should appre-
ciate that the ships ‘G’ will rise towards ‘ M’, possibly even rising above ‘M’ causing an
unstable condition. It would therefore make sense to lower the position of ‘G’, in antici-
pation of the rising ‘G’ prior to a heavy lift being made.
 Heavy Lifting and Project Cargo 117

K
FIGURE 4.10 Condition 2, the vessel is still in the upright, but the double bottom tanks have
been filled, adding weight below ‘G’. This action causes ‘G’ to move down and generates
an increase in the ship’s GM value.

Load

G1

FIGURE 4.11 Condition 3, where the derrick lifts the load on the centre line of the vessel
causing ‘G’ to move upwards, towards the new G¹ position (vessel stays in the upright).
118 Heavy Lifting and Project Cargo

4.
M
Load
غ

G1 G

FIGURE 4.12 Condition 4, where the derrick and the load is swung over side causing the
vessel to heel over to غ.

The Chief Officer would normally be charged with the task of ascertaining the maxi-
mum angle of heel that would affect the vessel during the period of lifting.
If the GM can be increased before the lift takes place, i.e. by filling double bottom
tanks, the angle of heel can be seen to be less.

M
Small GM, Large غ غ Large GM, small
heel angle
غ heel angle

G1 G G1 G

FIGURE 4.13 Angle of heel and the relation to GM.

MOVEMENT OF THE CENTRE OF BUOYANCY ‘B’

When the weight is being lifted overside, either in a loading or discharging situation, the
vessel will experience an angle of heel. This angle of heel will effectively increase the
‘Waterplane Area’ of the ship causing a shift in the position of ‘B’.
A ‘Righting Couple’ is generated, which will increase if the vessel continues to list
further towards the quay.
 Heavy Lifting and Project Cargo 119

To this end, some designated heavy lift ships have deployed a tracked water tank to the off-
shore side of the ship. Once lowered on the tracks, this tank is allowed to fill with water as the
tank is lowered past the waterline. This action effectively increases the ships water plane area,
thereby increasing the righting couple established from the shift of the Centre of Buoyancy ‘B’.
As the position of ‘B’ is defined as the geometric centre of the underwater volume it should
be realised that if the ship is inclined, for any reason, the underwater volume will change and
‘B’ will move off the ships centre line, towards the low side, to a new position of the new
Centre of Buoyancy ‘B¹’. The underwater volume being the same size but of a different shape.

C/L
Vessel Upright

Water Line

Centre of
Buoyancy B.

FIGURE 4.14 Position of centre of buoyancy (geometric Centre of the underwater volume).

Vessel Inclined

C/L

Water Line

New Centre of Centre of

Buoyancy B Buoyancy B
vessel inclined vessel upright

FIGURE 4.15 Centre of buoyancy movement with an angle of heel increasing waterplane area.
120 Heavy Lifting and Project Cargo

Shipboard (Occasional Heavy Lift) Operations

Not all ships are suitably equipped with heavy lifting rigs but can still take on heavy loads
by engaging floating cranes or sheer leg barge platforms. Although generally expensive to
employ a suitable freight rate can be set to the shipper, to ensure such costs are covered.

FIGURE 4.16The heavy lift, floating crane, ‘Mersey Mammoth’ (IMO No. 8521622) seen
underway and making way on the River Mersey, Liverpool, England.

Many ports and harbours around the world have their own heavy lifting plant in the form
of a floating crane. Their use in loading and discharging to merchant ships is only one of
their activities. A harbour will often engage a floating crane in civil engineering projects
like extending break waters or bridge construction. They are regularly engaged in all forms
of the port’s operations.

HEAVY LIFT FLOATING CRANE

Conventional heavy cargo loads, which are scheduled for carriage by sea, are often
required to be loaded by means of a floating crane. When the load is too great to be
handled by the ship’s own lifting gear, the second option is usually the next immediate
choice. Most major ports around the world have this facility as an alternative option for
heavy specialist work. The type of activity is twofold, because if loaded by heavy lift plant
like this at the port of departure, the same load must be discharged at its destination by
similar or equivalent methods. (Ships’ Chief Officers need to ascertain that if the weight
of the load is above the ship’s lifting gear capability, the discharge port has adequate
means of lifting the load out.)
 Heavy Lifting and Project Cargo 121

Ships’ Cargo Officers need to ensure that the heavy load is accessible and that the
floating crane facility is booked in advance in order to make the scheduled lift. Booking of
a special crane would normally be carried out via the ship’s agents, and ships’ personnel
are very much in the hands of external parties – the Port Authority often controlling the
movement of all commercial and specialist traffic in and around the harbour.
The ‘floating crane’ should not be confused with the specialist ‘crane barge’. Floating
cranes differ in that they may not be self-propelled and may require the assistance of tugs
to manoeuvre alongside the ocean transport, prior to engaging in the lift(s). The construc-
tion of these conventional cranes is such that the crane is mounted on a pontoon barge
with open deck space to accommodate the cargo parcel. The pontoon barge is a tank sys-
tem that can be trimmed to suit the necessity of the operation if the case requires.
The main disadvantage against the more modern, floating sheer legs is that, generally
speaking, the outreach of the crane’s jib is limited in its arc of operation. Also the lift
capacity can be restrictive on weight when compared with the heavier and larger units
which tend to operate extensively in the offshore/shipyard arenas.
Agents when booking the facility need to be made aware of the weight of the load and
its overall size, also its respective position on board the vessel, together with its accessibil-
ity. Hire costs of the unit are usually quite high and with this in mind, any delays incurred
by the ship not being ready to discharge or accept a scheduled load on arrival of the crane
could become a costly exercise.

The Crane/Sheer Leg Barge (Self–Propelled)

FIGURE 4.17 The Smit ‘Cyclone’ (IMO No. 7603688) floating sheer leg barge, engages in a
general cargo heavy lift operation on a container vessels offshore side.
122 Heavy Lifting and Project Cargo

Derrick/crane barges tend to work extensively in the offshore sector of the marine indus-
try but their mobility under own propulsion, together with thruster operations, provide
flexibility to many heavy lift options. Some builds incorporate dynamic positioning and
depending on overall size have a lifting capacity up to and including 6,000 tonnes with
main crane jib operations.
Alternative to the floating cranes are these seagoing, floating sheer leg platforms,
with their extended outreach and high capacity weight lifting capability. These usually
self-propelled platforms are extensively employed inside the offshore energy sector, but
are also used worldwide in civil engineering projects, shipyards and salvage operations.

FIGURE 4.18 Heavy lift ‘Sheer Leg’ platform the ‘Musashi’ floating crane barge, seen off
Kobe, Japan. This barge platform is towed to its working position. It has excessive ballast
capacity for making extreme lifts up to 3,700 tonnes.

FIGURE 4.19 The ‘Seal Teal’ (IMO No. 8113566), showing the exposed steel cargo deck.
The semi-submersible is seen without cargo and would submerge the deck to allow a float on
cargo lift to take place.
 Heavy Lifting and Project Cargo 123

DESIGNATED HEAVY LIFT SHIPS/BARGES

Float On Float Off – Methods for the Transport of Heavy Lifts

The methodology of floating a load onto the upper deck of a transport vessel is clearly the
basic principle of the floating dock. Initially submerged to allow a vessel to drive into a
dock, then de-ballast the dock to bring the dock and its ship load to the surface. The use of
hydrostatics has been gainfully employed in canal locks, floating docks and now extensively
with semi-submersible heavy lift vessels. Many of which are currently involved in the
movement of project cargoes.

FIGURE 4.20 The heavy lift vessel ‘Super Servant 3’ (IMO No. 8025331) loaded by float on
float off methods with the crane barge Al-Baraka 7, seen lying at anchor in the Arabian Gulf
region.

Designated heavy lift ships generally have the capability to carry out lift on and lift off, for
heavy or awkward cargo parcels, inside its own lifting capacity. While the semi-submersible
type vessels engage in float on, float off methods to load their cargoes.
This is not to say that this latter type of transport cannot also accept direct load on to
its deck via alternative (shoreside) lifting gear. However, the semi-submersibles do not
usually carry any heavy lifting cranes, derricks or sheer legs of their own.
124 Heavy Lifting and Project Cargo

FIGURE 4.21 The semi-submersible ‘Super Servant 3’ as seen from astern carrying the crane
barge Al-Baraka 7, on its main weather deck.

These ships are initially constructed with high capacity ballast tanks as well as trimming
tanks to submerge and level the upper cargo deck, when required.
Combined use of wing tanks and double bottom tanks, depending on the size of load,
can adjust the GM value during cargo operations and during the period of the voyage.
However, it should be remembered that slack tanks can generate free surface effects which
would ultimately be detrimental to the positive stability of the ship.
Once the load is on board the vessel, the wing tanks can be emptied to suit, retaining
the double bottoms (full), such action would eliminate any free surface effect from both
side wing tanks.

Heavy Lifting
Several shipping companies operate purpose built heavy lift ships but probably the most
high profile is the ‘Big Lift’ shipping company operating numerous dedicated heavy lift
vessels.
 Heavy Lifting and Project Cargo 125

These ships are frequently engaged in tandem lifting using two heavy duty cranes.
Such lifts are usually controlled by a single operator working with a remote controller.
The control unit is operated by the individuals chest mounted portable box, with each
crane being represented often by a joystick control to reposition crane heads to establish
the plumb line, causing luff and slew motions to the load.

FIGURE 4.22 The Happy Sky (IMO No. 9457220) engages in a lift on lift off tandem lift of a
long steel pipe section.

During a loading operation any vessel could be caused to heel, once the weight is taken
up by an off centre line lifting crane. Heavy lift ships anticipate and expect this with lift
on and lift off methods. Counter measures to correct any heeling are usually generated by
use of incorporated trimming tanks.
126 Heavy Lifting and Project Cargo

Tandem Lift

FIGURE 4.23 Big Lift vessel ‘Happy Delta’ (IMO No. 9551935) engages in a tandem lift,
employing its two heavy duty Huisman cranes to discharge a long steel barge (cargo) into a
calm water landing. Heavy duty lift beams work with four bridle spreaders to accept the load
along its full length.
 Heavy Lifting and Project Cargo 127

FIGURE 4.24 The ‘Happy Star’ (IMO No. 9661259) one of the Big Lift shipping company’s
vessels engages in lifting a topside module by means of heavy duty lifting beams and a
tandem lift by its two on board Huisman heavy lift cranes.

AN INTRODUCTION TO PROJECT CARGOES

Heavy Lift Ships – Semi-Submersibles and Project Cargoes

The need for heavy lift ships, semi-submersibles and floating sheerleg platforms has
expanded considerably alongside the immense size of the loads required, especially within
the development of the offshore industries.
These heavy duty transports all tend to have operational tank systems which allow
them to work by employing the same hydrostatic power of Archimedes principles and the
laws of flotation. The semi-submersibles submerging themselves to allow a load to float
over its deck prior to de-ballasting and lifting the load clear of the water line (float on
float off). While the heavy lift ship, loading into holds or direct to its weather deck (load
on load off).
Both methods can expect to change the draught levels of ships so involved by a con-
siderable amount after accepting distinctive cargoes. So much so that under-keel clearance
will always be a concern for any contemplated passage plan, as in some cases with deck
cargoes, will be the air draught.
When semi-submersibles are engaged their cargo may often be mounted to a raft to
achieve a float on, float off procedure. The size and weight of the raft itself, may also influence
not only the stability of the vessel, but also the securement of the load, aboard the carrier.
128 Heavy Lifting and Project Cargo

EXAMPLE OF HEAVY LIFT SEMI-SUBMERSIBLE VESSEL IN

OPERATION

(Example of loading/discharging by float on float off method)

FIGURE 4.25 The Dockwise Vanguard (IMO No. 9618783) seen in a semi-submersible
position lifting the Goliat (FPSO), a turret loading system, for delivery to an offshore site. Such
project loads are frequently of several thousand tonnes per transport. The vessel has since
been renamed as ‘Boka Vanguard’. It has a lift capacity of 110,000 tonnes.

Designated Heavy Lift Ships

The tanking system of a designated heavy lift vessel is so arranged that the stability of the
ship at any period of the loading or discharging procedure is retained within the safety
parameters. This is achieved by manipulation of the ship’s centre of gravity.
Heavy lift vessels are not all of the same design and the tank systems differ to suit their
main mode of operation.
 Heavy Lifting and Project Cargo 129

C of G of Load acts at the top of the lift crane so causing the centre of gravity to rise
. and subsequently reduce.

Wide ballast wing tank

Narrow ballast wing tank generates lower C of G.
with high C of G.

Ships C of G
.

Difference of tank
gravities.

Double Bottom Tanks — can be pressed up with water ballast, to lower the C of G of
the vessel further, so increasing the ships Metacentric Height (GM)

If ‘G’ can be forced down from the Metacentre ‘M’ by prudent ballasting then the
angle of heel, غ incurred by the lift, will be of a much lesser value than if ‘G’
was kept in a high position.

FIGURE 4.26 Tank structure of designated heavy lift ship.

The centre of gravity of the ship is seemingly artificially kept low by the use of such
tanks, effectively keeping a satisfactory value of metacentric height throughout the
loading period.
Once any angle of heel is established water ballast from the narrow wing tank can be
pumped/transferred to the wider ballast tank on the opposite side.

Elements for Consideration for Heavy Lift Transports

1 Overall size – dimensions of the load.

2 Weight of the load.
3 Weight of lifting accessories.
4 SWL of lifting elements.
5 Weather conditions.
6 Positive stability of transporting vessel (at acceptable draughts).
7 Density of water in load and discharge ports.
8 Ballast arrangements for trim and list of vessel.
9 Passage plan of transport route.
130 Heavy Lifting and Project Cargo

10 Fuel burn on route.

11 Speed and ETA of passage.
12 Loadline zone requirements not infringed.
13 Method of discharge.
14 Facilities at the port of discharge.
15 Manpower requirements for loading/shipping/discharging.
16 Documentation for the load.
17 Specialist handling personnel.
18 Communication facilities (Walkie Talkies) to accommodate loading/discharge.
19 Securing arrangements for load on route.
20 Load management on voyage.

Large heavy loads tend to accrue logistical problems from the time of construction to that
moment in time when the load arrives at its final destination. The shipping element of the
load’s journey is just one stage during the transportation. Cargo surveyors, safety experts,
company officials and troubleshooters of various kinds tend to move alongside the passage
of the load up to that time of final delivery.

The Project Cargo

The question is often asked ‘what is a project cargo?’ To say it is a specialised load is cer-
tain, but in any event it is not an item that can be easily defined.
To the majority, a ‘project cargo’ is by their very nature, usually large and very heavy
and will need considerable time and man hours to achieve transportation. Although this is
not strictly true, in every case. Could a project cargo not equally be a hazardous chemical
in bulk that requires extraordinary precautions or an item that is extremely valuable that
extra security becomes necessary? Are not these extenuating circumstances taking the
transport of such goods into the defined region of falling into the project cargo sector?
That large heavy load, that is testing to load successfully, is easily recognised as being
different to the run of the mill cargoes. But the associated questions of whether the ship
and its load will be capable of a safe transition of the Panama Canal locks, or not, turns the
transport operation into a project worthy of investigation. Will the heavy load aboard the
vessel cause a change in ships draught, so that its under-keel clearance is compromised?
Can such a load be delivered and landed safely? All questionable aspects of conducting a
successful outcome to the satisfaction of the shipper.
In other words, that extraordinary load which requires excessive precautionary actions,
to allow the ship to deliver a specific cargo parcel, safely. To achieve such an outcome a
detailed plan must be considered in the light of the idiosyncrasies that accompany the
project cargo parcel. Inclusive of transport to and from the loading/discharge ports from
place of manufacture or assembly. Namely the transfer from shore to ship, with vice versa
systems in place, to achieve ship to shore at the delivery port.
 Heavy Lifting and Project Cargo 131

Once loaded aboard a ship, will the ship and its cargo be able to pass under any bridge
obstructions on its route? Will the vessel and its load be able to navigate through the geo-
graphic hazards that might be presented on the forthcoming voyage?
Has the so-called cargo been cleared of any inherent dangers? As say with a nuclear
product, is it clear of radiation hazards? Does the cargo have inherent dangers that could
affect personnel at the loading position, on route or at discharge? Will the port of delivery
accept the cargo without the imposition of limiting conditions? Will the cargo affect the
political climate, as with armaments? The unknown questions are many that can occur
with that most unusual of loads.
The transport of that extraordinary cargo must be incident free and covered by a
capability risk assessment. It must be acceptable to all parties inclusive of the ship
owner, the ship’s Master, charterers, the shipper, and the receiving customer. Additional
parties with vested interest will also include marine insurance, regional agents and
customs officials.

FIGURE 4.27 Scheuerle multi-wheel land driven heavy lifting transport platforms. These
combination platforms can be adapted in size to suit smaller and larger loads at shippers
needs. They are extensively used to transport heavy lift parcels and project cargoes.
132 Heavy Lifting and Project Cargo

SHORESIDE ADMINISTRATION FOR HEAVY LIFT/PROJECT

CARGO

Every heavy lift/project cargo operation will pass through various degrees of administration
prior to the practical lift taking place. The manufacturers/shippers will be required to pro-
vide clear information as to dimensions, weight, lifting and securing points and the position
of the centre of gravity, before the load can be accepted by the ship, while the ship may be
required to give details of its crane capability inclusive of outreach and load capacity.
The loading operation itself, as to whether it will be from the quayside or from a
barge, must also be discussed together with the detail of use of ship’s gear or floating
crane. Weather conditions and mooring arrangements may also be featured at this time.
Once loading is proposed, the stability data and the maximum angle of heel which will be
attained would need to be calculated. Ballast arrangements pertinent to the operation may
well need to be adjusted prior to contemplating the actual lift or move.
The ship would be consulted on voyage and carriage details, as to the securing of the
load, the deck capacity to accommodate the load and the stability criteria. The ship would
also require assurances regarding the port of discharge and the capabilities of said port.
If the load is beyond the capacity of ship’s lifting gear, then the discharge port must have
access to a floating crane facility or alternative lift equipment and ensure that this facility
will be available at the required time.
Where road transport is involved to deliver the load to the quayside, road width and
load capability would need to be assessed. A 500-ton load on the back of a low-loader may
well cause land slip or subsidence of a roadside, which must be clear of obstructions like
bridges and rail crossings. Wide loads or special bulky loads may require police escort for
movement on public highways to and from loading/discharge ports.
Once loaded, the weight will need to be secured and to this end a rigging gang is often
employed. However, prudent overseeing by ship’s officers is expected on this particular
exercise, bearing in mind that the rigging gang are not sailing with the ship and once the
ship lets her moorings go, any movement of the load will be down to the ship’s crew to
effect re-securing.
Customs clearance would also be required as per any other cargo parcel and this would
be obtained through the usual channels when the manifest is presented to clear the vessel
inwards. Export licences are the responsibility of the shipper, together with any special details
where the cargo is of a hazardous nature, covered by special clearances, e.g. armaments.

MOVEMENT LOGISTICS OF THE LARGE LOAD

The task of transporting ‘project cargoes’ does not lend itself easily to the use of public
roads. Fortunately, the building sites for such items are often located by coastlines and
generally do not encroach on public highways. For example, shipyards build and transport
modules or installations within their own perimeters and transport within those same
perimeters. However, occasionally, a one-off project requires a specialised route. Timing is
critical at all stages of the journey to ensure minimal disruption to the general public, and
police escort must be anticipated when going door to door.
 Heavy Lifting and Project Cargo 133

Transport of Heavy Loads (Ground Handling Equipment)

Further reference should be made to the IMO publication on ‘The Safe Transport of
Dangerous Cargoes and Related Activities in Port Areas’.

Planning for Project Cargo Transport

It would be natural for the layman to assume that the extreme heavy load just moves
on its own with the help of a police escort. This is clearly not the case for extreme loads,
needing that larger-than-life transport. Extensive planning, usually from the building stage
must be considered for the delivery of such a special and unusual cargo parcel.
A company may be able to build for the customer, but if the load cannot be transported
safely, because of weight or size then the actual building becomes an expensive ‘white
elephant’, in more ways than one.
Also costs for the transportation could be considerable and these must be accounted
for when contracts and financial agreements are drawn up. Such costs should take into
account any external franchise required, insurance premiums and external charters as for
tugs, escorts or similar additional overheads.

FIGURE 4.28 A Scheuerle multi-wheel transport platform, seen engaged in ground handling of
a steel installation structure. The movement of such a load must be logistically planned, prior
to the building/construction phase of the project.
134 Heavy Lifting and Project Cargo

Transportation and Planning Considerations for Project Cargoes

Measurement of the load – Not only weight measurement of the cargo, but its overall length,
breadth and depth will be required. If the load is structured to pass through a float on float
off procedure during the loading or discharging period, then additional information would
be required, such as:

a) Draught of the load at floatation

b) Freeboard of the load and/or the load platform
c) Centre of Gravity of the load
d) Centre of buoyance of the load
e) Density of the dock water at the loading port
f) Density of the dock water at the port of discharge
g) Draughts of the load or the load platform in fresh and salt waters
h) Air Draught of vessel when loaded
i) Centre of gravity of ship when loaded (ship’s G)
j) Seasons and long range weather forecasts.

Tidal considerations at the load and discharge positions should also be calculated for the
designated operational periods.
Security and safety throughout the movement must be detailed to ensure that person-
nel involved with each phase are briefed and made aware of respective duties and respon-
sibilities. Additional consideration may need to take account of the environment and that
it is left or returned to its original state, following the movement of passage.
A risk assessment must be completed to ensure each phase is completed within general
safe procedures, local by-laws and international regulations. Example: load lines must not
be infringed.

Transport vehicle – Capability of the carrier to carry out the task. In the case of a ship: is
the vessel capable of accepting the load? What is the displacement and physical size of the
vessel and its capability to accept the deck load? (Reference made to the vessel’s deck load
density plan and its overall deadweight.)
A general assessment of the ship’s stability, throughout all stages of the passage, would
be required – the value of the ship’s GM prior to loading and with the load added being
a prime consideration.
The endurance of the vessel with regard to the capacity of the ship’s tanks for fuel and
water and the effects of the same from burning bunker oil and consuming water on route
affects the overall stability of the transport.
Ballast movement and the ability to trim or list the vessel for the purpose of loading/
discharging would need to be considered along with the draughts in the loaded and light/
ballast conditions.
 Heavy Lifting and Project Cargo 135

The ship’s machinery and its manoeuvring capability, together with operational speed
through the various voyage phases, would need to be considered.
Fuel consumption and the bunker availability on passage must be established.
The ships complement, experience of the Master, charter rates and not least the avail-
ability of the vessel must all be taken into full account.

FIGURE 4.29 The offshore installation Polar Pioneer is seen being manoeuvred with tug
assistance over the submersed platform deck of the semi-submersible Dockwise Vanguard.

Voyage Planning
The movement of project cargoes is, by the very nature of the task, generally carried out
at a slow speed. This is especially so as in the next example shown as an extreme lift being
made by the Pioneering Spirit. Often tug assistance is employed and the operation must be
conducted at a safe speed for the circumstances. Operational speed(s) would be covered
by the charter party and at the Master’s discretion.
The movement from the loading port, towards the discharge position, being carried out
under correct navigation signals, appropriate to each phase of the passage.
As with any passage/voyage plan, the principles of ‘passage planning’ would need to
be observed but clearly specialist conditions apply over and above those imposed on a
conventional ship at sea.
136 Heavy Lifting and Project Cargo

Passage planning involves the following phases:

Appraisal – The gathering of relevant charts, publications, information and relevant data to
enable the construction of a charted voyage plan.

Planning – The actual construction of the voyage plan to highlight the proposed route.
To provide details of way points, bunkering stations, navigation hazards, margins of
safety, currents and tidal information, monitoring points, contingency plans, traffic focal-
points, pilotage arrangements, under-keel clearances, etc.

Full use of nautical charts and navigation references would be applied at this stage.

Execution – The movement of the transport to follow the plan through to its completion. The
positive execution of the plan by the vessel.
Hazards on route would normally be highlighted for any voyage but where project
cargo is being carried, particular hazards from the aspect of the load may cause exception
to the norm. Bearing in mind that the load may restrict passage through canals, under
bridges or through narrow waterways and areas of reduced under-keel clearance (UKC &
air draught).

Monitoring – The confirmation that the vessel is proceeding as per the designated plan. Mon-
itoring of the ships position, it’s under-keel clearance, communications, weather conditions and
operational speed must be under continual observation.
The movement of the vessel proceeding through the various stages of the voyage, would
need full support from the shipping company and associated agencies, with a designated
person ashore (DPA), as a first contact.
In this day and age electronic GPS monitoring of all and any movement would be
expected to be continuous, through to the port of discharge.
NB. A passage plan is equally meant to highlight the areas where the vessel should not
go, a particularly important aspect to vessels engaged with ‘project cargoes’.

EXTREME LIFTS IN THE OFFSHORE SECTOR

Historical Note: In 1996, the Smit Transport Cargo Barges worked in conjunction
to carry out the combined transportation of 9,600 tonne module for the ‘Sleipner
Vest’ platform. This operation was completed as a Float-Over, where the deck module
was positioned over the supporting unit, (previously established on site), in the ‘Cobo
Field’, West Africa.
 Heavy Lifting and Project Cargo 137

FIGURE 4.30 The world’s currently largest ship Pioneering Spirit (IMO No. 9593505) has the
equivalent deck space of six football pitches and has a lift capacity of 48,000 tons. In April
2017, the ship was engaged to lift the Brent Delta topside accommodation module, off the
oil rig platform in the North Sea. The lift was 24,000 tons and was achieved in 12 hours by
positioning the twin ballast hulls of the Pioneering Spirit under the rig and de-ballasting the
ship to rise. (This lift holds the world’s lifting record.)

The Pioneering Spirit has been designed and built to carry out platform installation and
decommissioning of existing installations. Entire platform topside sections, up to 48,000
tonnes can be lifted and installed in a single step movement. Such activity, inclusive of
pipe laying ability, can directly limit operational time offshore leading to significant cost
savings in field development.
The vessel works in conjunction with a cargo barge ‘Iron Lady’ which accepts the load
when in close to the shore where shallow water might restrict movement of the deeper
draughted Pioneering Spirit.

Voyage Plan Acceptance

Once the plan is constructed, it would warrant close inspection by the project manager,
any super cargo and the ship’s Master. Such a plan would need to incorporate a consider-
able number of special features prior to being considered acceptable to relevant parties.
138 Heavy Lifting and Project Cargo

Passage plans are made up to ensure ‘berth to berth’ movement. Such a plan must ensure
safe execution for movement of any project cargo and would expect to include the fol-
lowing special features:

Risk assessment – completed on the basis of the initial plan.

(Passage plans are meant to be flexible and circumstances may make a deviation from
the proposal a necessary action when en route.)

Communications (primary sat/coms) – Methods: VHF channels (ship to shore), sec-

ondary methods, advisory contacts, coastguard, VTS, hydrographic office, meteorological
office, agents, medical contingency.
Most towing operations and project movements would normally be accompanied by
a navigation warning to advise shipping likely to be affected. Such warnings could be
effected by coast radio stations, port and harbour controls, and/or the hydrographic offices
of the countries involved. Preliminary notices to mariners may be appropriate.

Loading procedures (following acceptable stability assessment) – Method (various exam-

ples): lift on lift off, float on float off, etc., tug assistance, marine pilots, rigging and lifting
personnel as required. Tidal conditions and continuous weather conditions monitored.

Securing procedures – Personnel and associated equipment. Warranty surveyor/project

manager inspection. Contractors: riggers, lashings, welders may be required for steel cargo
parcels.

Risk assessment – tolerable.

Safety assessment – LSA/manpower, navigation equipment test. Engine test.

Weather forecast 48 hours, long range forecast.

Route planning – Weather, ports of call, mooring and bunker facilities, UKC, width of
channel, position monitoring methods, communications to shore to include progress
reports, navigation hazards, command authority, natural or physical obstructions by way
of canal transit or bridge obstructions. Traffic focal points. Seasonal weather and loadline
considerations. Under-keel clearance with sea and air draughts monitored throughout.

Contingencies – Endurance, bunkers, manpower, emergency communication contacts.

Weather, mechanical failure, steering failure, tug assistance, on-route ports of refuge. Use
of anchors, safe anchorages. special signals. Support services (shore based). Emergency
docking facilities

Schedule – Timing to effect move, speed of move relevant to each movement phase. Char-
ter party, delivery date, ‘penalty clauses’. Sailing plan, monitoring and tracking operations,
daylight/night passage times with posreps and progress reports.

Risk assessment – per phase of voyage.

 Heavy Lifting and Project Cargo 139

Discharge procedure – Method and stability assessment. Ground handling equipment,

secondary transport. Specialist personnel and equipment. Quayside facilities and tidal
considerations. Risk assessment.

Personnel requirements – (To be within the safe manning requirements and capable of
meeting the required and approved watchkeeping system.) Master and crew (company
employment). Surveyors, specialist handlers various contractors. Super cargo (shipper’s
representative) .

Log in with blockchain technology – Computing and IT contractors. Security personnel.

Port Agents addresses and contact numbers.

Documentation – Manifest.

Insurance – Shoreside administration/shipping company.

Continuous Synopsis – ongoing from outset of the voyage and access/gangway log.

Customs/Quarantine Clearances – Reception, delivery communications, export licenses.

Ancillary Units – Tugs, lifting units, support vessels, bunker barges, equipment, consumables.

Specialist Equipment – Ice regions, cold weather stores and personnel gear (if required).

Accommodations – Airports, hotels, local transport facilities, labour force and expenses.

Security – ISPS declaration between ship and shore. ISPS watch and stowaway searches.
Piracy, road transport, in port, at sea, communications, police, customs, military, secu-
rity codes effecting contingencies.

Costs – Market assessment, freight, political considerations.

Administration via agency contacts – Communications, allocation of funds, mails, pilotage/

tugs bookings, store replenishments, employments.

PROJECT CARGO – SUMMARY

These extreme cargoes can often take a lengthy period of time to reach a safe delivery to the
consignee. Every activity associated with the movement of the load needs to go through a
fail-safe process of risk assessments, and may be years in meticulous planning. The activity
of load movement must be legal within a home or foreign environment. Whether the
movement involves a lift on lift off operation or a float on float off activity each must
contend with the elements of weather and the laws of the land.
140 Heavy Lifting and Project Cargo

The execution of the loading, in itself, may only be over a few hours or days, but all
stages must adhere to a safety schedule to ensure a successful outcome. The so-called proj-
ect cargo is not the run of the mill cargo parcel, either from the point of view of weight or
size or just awkwardness to load, carry and safely deliver.

FIGURE 4.31 The ‘Happy Sky’ ( IMO No. 9457220) of the Big Lift shipping company
engaged in transporting two container gantry cranes secured to its upper deck. With such a
high load, the centre of gravity of the cargo above the ship’s centre of gravity, effective lower
ballast was used to maintain the ships stability. Obvious concerns for the passage plan for
such a cargo would also be for the air draught through narrow waterways and if passing
under low bridges.