Blade Runner – The Loading of Wind Turbine Blades on Bulk Carriers
The growth in the renewables market has led to an increased requirement to carry wind turbine parts globally. Initially these parts were often carried on specialised heavy lift or general cargo vessels, however due to carriage capacity requirements it is becoming more common to see turbine parts shipped on bulk carriers. This article will look specifically at the carriage of wind turbine blades on bulk carriers.
The Cargo
Wind Turbine blades vary in size, however the need to meet clean energy targets means that on the whole the blades are increasing in size. Some manufacturers now are producing offshore wind turbines with a nominal power of up to 16MW, one of the longest turbine blades produced currently has a length of around 123 metres and a diameter of up to 5 meters. The weight of an individual blade cab be up to 50 tonnes.
Flag State and Classification Society
Given the size of the blades on a bulk carrier, these cargoes are carried on deck which creates some issues to consider.
Firstly, it is important to check the vessel’s design is suitable for the carriage of deck cargo. Some vessel’s hatch covers are not structurally suitable for the carriage of such cargo and therefore this could cause serious damage to the vessel and the cargo. Either the vessel operator or the charterer will ordinarily supply a load plan outlining where and how the blades will be loaded, the blades are usually loaded in their own racks / frames and can be held together with twist locks or a bespoke locking system, created by the OEM. The position of these blade frames on the vessel needs to be assessed against the vessel’s design to ensure it is safe and suitable. Owners should check with their classification society that carriage will not adversely affect the vessel or the cargo. If the vessel requires any modifications to allow carriage, which is common, remember such modifications may actually fall under the flag states remit, such as removal of structure to allow loading, and therefore this must also be considered, and appropriate approval sought prior to loading. Members must consider the effects of vessel alterations on all statutory certification, failure to maintain these could be considered a breach of statutory requirements which may affect your P&I cover.
Looking Ahead
Given the size of the blades in question, it is very common that the vessel’s SOLAS required line of sight is compromised. The load plan must be reviewed upon receipt to check if this is the case, if it is then flag state approval should be sough prior to loading.
The Cargo Securing Manual and CSS code
SOLAS Chapter VI and VII requires a Cargo Securing Manual (CSM) for all types of ships engaged in carriage of cargoes other than solid and liquid bulk cargoes that has been approved by the administration. The ship’s CSM will incorporate much if not all the guidance and information given in the International Maritime Organization (IMO) Code of Safe Practice for Cargo Stowage and Securing (CSS Code). The ship’s cargo securing manual should be used in conjunction with the CSS Code when loading any break bulk / project
cargo. Annex 13 of the CSS Code includes reference to how the effect of wind and sea-sloshing should be incorporated into assessing lashing requirements. This is calculated based on the surface area of the cargo exposed longitudinally and transversely to the effects of wind and sea. As well as this any lashing requirements should be properly calculated, this can be done using a software application such as LASHCON. The root and the tip frame should be considered in two separate calculations.
Securing for transportation at sea may also be covered by the blade manufacturers requirements and this should be considered when making the loading and securing plan.
All lashing equipment must be certified, and certification carried on board throughout the voyage in the CSM.
Any welding done on deck should be done on strong points where there is sufficient under deck strength as per the CSS Code requirements. It is recommended that a welding test procedure is followed as well to check welding is suitable.
Hot Work
Welding and cutting on deck is often required to ensure the cargo can be stowed and lashed correctly. Turbine blades are easily damaged by heat and therefore it is recommended that all hot work is completed prior to the blades themselves being placed on deck.
Grinding surfaces clean, welding and cutting are part of most securing and un-securing processes on vessels. The risks involved with hot work include damaging component surfaces with sparks which can become embedded. The embedded particles can then rust. There is also a real risk of fire damage, this can occur when molten metal and or sparks fall from tween decks onto components stowed below as an example. A cargo specific risk assessment should be undertaken with an experienced surveyor present to oversee all hot work.
Lifting the Cargo
As well as the final position and securing on deck, the lifting of such blades is a complex operation. There should be a lift plan made prior to any lift that is made by a competent person such as a LOLER appointed person. This plan should incorporate a risk assessment, rigging and lifting gear requirements, weather limits and a step by step lifting sequence. Often blades require the use of two cranes, known as a tandem lift.
Appointing a Surveyor
It is imperative that the plan is executed perfectly, so the appointment of an appropriately experienced surveyor should be considered to ensure that the lift, loadout and securing is correct and safe. The checks the surveyor should conduct should include:
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A full review of the lift plan and load plan.
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Check the lashing requirements calculated are correct and suitable.
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Check the vessel’s condition and that the approved cargo positioning is as per the plan.
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Check the hot work permit.
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Check the condition of the rigging and lifting equipment.
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Check crane suitability.
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Check lashing equipment and securing points (including any welding) are correct and suitable and relevant certification provided.
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Check blade preload condition for damage.
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Conduct a toolbox talk with all parties involved.
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Monitor the execution of the lifts.
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Monitor and check the physical load out is as per the approved plan.
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Check vessel’s stability is suitable.
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Monitor weather and swell conditions prior to and during all lifting operations.
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Advise the master for on passage checks.
Deck Cargo and Bills of Lading
Unless properly secured on deck, if the cargo is exposed to the effects of wind and sea this can result to cargo shifting and potentially falling overboard. For this reason, it is essential to state on the face of the bill of lading that the cargo is being carried on deck.
The master and shipowner should ensure that carriage of the cargo on deck is allowed. For P&I cover, it should be noted that claims arising from loss or damage to a cargo carried on deck are excluded unless the following conditions are met:
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The cargo is carried under a contract of carriage which permits it to be carried on deck.
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The contract states that it is being so carried and;
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Either it exonerates the member from all liability in respect of such cargo or it applies the Hague or Hague Visby rules to such cargo, or it is customary to carry such cargo on deck, or such carriage has been approved by the managers.
Therefore, in order for a member to maintain the full benefit of their P&I cover they should insist on a clearly drafted deck cargo clause being inserted on the face of a bill of lading which has the effect of:
A) Transferring the risk of carrying cargo on deck to charterers and shipper.
B) Making aware the receiver that the cargo is being carried on deck and therefore there is risk of damage which not only he knows of but also accepts.
C) Exonerating himself of liability.
The Charter Party
The specialised nature of this trade and the complex loading operations of wind turbine blades alongside how prone to damage they are, makes the insertion of a CP clause that deals the parties responsibilities imperative.
Note: this article was produced by NorthStandard with assistance of Van Ameyde Marine.