From monumental structures like wind turbines to heavy specialised commercial vessels like tugs or minehunters, out-of-gauge cargo presents unique challenges. Standard logistics is never enough for these high-value, complex projects.
Requiring multi-purpose vessels with their own cranes, reinforced decks and the ability to submerge, project cargo transport calls for technical expertise, experienced decision-making capabilities and foresight every step of the way to mitigate risk and avoid hidden costs.
Cargo on specialised vessels
We have learned at Peters & May that the only way to efficiently move, load and offload out-of-gauge assets in diverse ports globally is to treat every heavy lift move like a custom project.
Managing the movement of heavy out-of-gauge cargo on specialised vessels requires years of industry experience
Today, when fast-paced global geo-political triggered events are creating a more uncertain and volatile operating environment for shipping companies, this customised approach is more critical than ever.
With new rules and risks to be navigated, managing the movement of heavy out-of-gauge cargo on specialised vessels requires years of industry experience – not only in the handling process, technical equipment and lifting methods, but also in adapting to the unexpected and in rapid rerouting, with predictable routes and shipping schedules increasingly rare.
The challenges of project cargo transportation
Project cargo transport, especially for the largest and heaviest assets, requires extensive preparatory work from an experienced technical department to ensure safe and secure transportation, including attention to method statements, loading securances, sea-fastening calculations and engineering of equipment or cradling.
At Peters & May, each one of our heavy-lift moves includes full project cargo assessments, engineering and stowage plans, survey and permit management, global route optimisation, and customs and regulatory support.
Tailored solutions are essential, dependant on the weight and size of the cargo and customer’s budget and timeline. For instance, marine cargo, such as monohull boats, will need a specialised cradle for support and to secure it safely on the vessel’s desk.
Other examples of challenging shipments
A shipment of three CTVs from Singapore to Southampton highlights this tailored approach
Each project requires contributions from our dedicated departments for budgeting, technical support, operational control, documentation management, local port handling and loadmaster teams on site.
A shipment of three Crew Transfer Vessels (CTVs) from Singapore to Southampton highlights this tailored approach. Our team coordinated a multi-cargo voyage about the MV Ronnie, with complex lifting operations - including a tandem lift for the centrally positioned vessels - executed seamlessly.
Other examples of challenging shipments in recent years include the safe transportation of two 620-tonne Minehunters from Belgium to Pakistan, which involved moving over 1,200 tonnes on heavy lift ship the MV UHL Fame and required 1.35 kilometres of lashing cable, 16 giant slings and reinforced deck platforms.
Integrated into the structure of the vessels
When shipping two new 22m 320-tonne tugboats from Vietnam to the Port of Saint-Malo, France, the Peters & May logistics team worked with MV Fairmaster, fitted with two 1,500-tonne cranes, with a combined lift capacity of 3,000 tonnes.
Bespoke lifting lugs integrated now into the structure of the vessels allowed them to be hoisted with precision
Bespoke lifting lugs integrated directly into the structure of the vessels allowed them to be hoisted with precision, using a crane system that safely distributed the weight and reduced any potential risk to the tugs during the handling process.
Meanwhile, for some projects, specialised equipment must be in place to prevent additional insurance premiums, as was the case when we moved a cradle from the UK to Namibia for the transportation of a 54m Fast Support Vessel from Namibia to UAE.
Planning operations results
We regularly see how our expertise and experience when planning operations results in the avoidance of hidden costs, but the most prevalent issue in our experience is a discrepancy between the supplied Gross Registered Tonnage and Displacement Weight of the cargo.
A world-class technical team can quickly spot any errors and inconsistencies, which, if unnoticed, could result in a logistical and financial disaster. If a shipper advises the incorrect weight, the wrong type of vessel could be selected with cranes unable to lift the cargo.
New rules and risks
The potential for obstacles when planning these already-complex shipping operations is exacerbated
In today’s volatile geopolitical and economic climate, with unpredictable changes in the global landscape due to issues such as covid, canal closures, new sanctions and regional conflict, the potential for obstacles when planning these already-complex shipping operations is exacerbated.
Acting as floating supply bases for complex cargo operations, multi-purpose vessels (MPVs) operate within the spot charter market and are particularly affected by this uncertainty.
Deploying heavy-lift geared vessels with cranes
At Peters & May’s Commercial Marine Transport division, we usually use heavy-lift geared vessels with their own cranes, as well as gearless and semisubmersible vessels, and combidock vessels.
With the capabilities to handle considerably more complex cargo and heavier boats than container lines, MPVs can be fitted with two 1,500-tonne cranes, for example, with the heaviest boat we have lifted weighing 875,000 kg.
Avoidance of the Suez Canal and vessels
With an increased demand for MPVs compared to 2019/2020, there is already tight availability in some regions – a situation which has been exacerbated by the avoidance of the Suez Canal and vessels having to transit around the Cape of Good Hope (COGH), rather than utilise the more efficient Asia to Mediterranean or Northern Europe route through the Red Sea.
The potential of Houthi attacks on ships will persist to adversely affect available tonnage and market stability
The Ukraine/Russia conflict and remaining uncertainty about escalations in the Middle East and the potential of Houthi attacks on ships will continue to adversely affect available tonnage and market stability.
In July, Houthis attacked two Liberian-flagged, Greek-operated cargo ships in the Red Sea, sinking one of the vessels, the Eternity C. Meanwhile, this month (September), there were reports of Yemen's Houthis launching a missile towards the Israeli-owned tanker Scarlet Ray near Saudi Arabia's Red Sea port city of Yanbu in a rare attack off the Saudi coast.
Large wind energy and oil and gas projects
As a 25-day transit now takes 45 to 50 days due to transiting via the COGH, with substantial additional fuel and charter costs, there is less available spot tonnage in the market than previous years, with new supply/demand dynamics meaning that planning for MPVs has become more complex in certain regions.
For example, in the currently in-demand Asia region, where large wind energy and oil and gas projects are consuming a lot of the available tonnage in the market, finding space can be challenging.
Rates are high and typically need a minimum of one to two months’ lead time to secure space. Meanwhile, Europe and USA are in more of a decline, and we are seeing plenty of opportunities from these regions, especially back to Asia.
New challenges around route planning and MPV availability
Vessel support was in place to accommodate the new route back through the Suez Canal and around the COGH
At Peters & May, we have the capability to react when rapid rerouting is needed due to geopolitical risks – as was the case with the successful loading and shipment of Red Jet 4, the high-speed catamaran, from Southampton, UK, to South Korea, on the AAL MV Kobe.
When the vessel’s planned passage through the Red Sea was ruled out by the shipowner following deteriorating conditions, including renewed Houthi rebel attacks on commercial ships, the team quickly responded. The voyage plan was adapted, ensuring the necessary permits, port arrangements, and vessel support were in place to accommodate the new route back through the Suez Canal and around the COGH.
For cargo owners, the new challenges around route planning and MPV availability make it particularly difficult to manage their schedules, budgets and risks with confidence. In some cases, organisations must accept increased transit times because of the instability and traditional routes becoming more complicated.
Specialist support for cargo owners
With more than 50 years in the shipping business, Peters & May can apply lessons from previous projects with huge knock-on benefits, helping clients avoid hidden costs caused by delays, insurance hikes and mis-cradled cargo.
These decades of hands-on experience in loading and offloading heavy machinery, oversized equipment
With expertise, customers have optionality, which comes at a premium in today’s climate – for instance, by combining cargo on a scheduled MPV to share and save costs or by ensuring any specialised cradles or other equipment is in place to prevent additional insurance premiums.
Demonstrating the level of knowledge in place at Peters & May, our loadmasters team has a total combined years of work of 150 years, with many having served in the British Army’s Royal Logistics Corps. These decades of hands-on experience in loading and offloading heavy machinery, oversized equipment, or complex and challenging cargo in multiple ports globally cannot be underestimated.
Cargo and its unique challenges
In this new normal geo-political environment, planning ahead is critical, as well as taking a solutions-based approach. In addition to meticulous planning, a single, trusted point of contact for customer support is key – one that knows a customer’s objectives and has familiarity with the cargo and its unique challenges.
Working with a single partner means that a consultative, not commoditised approach can be taken, so that when problems do occur, solutions can be found through clear communication.
