Breakbulk cargo is cargo that does not fit into a container, or is not economical to carry in one, and is handled piece by piece. Items such as machinery, steel structures, pipes, transformers and boilers are loaded one by one into the ship's hold or onto its deck by crane, secured, and unloaded one by one again on arrival. The difference from bulk cargo is that each piece is countable and individually marked.
Which loads does breakbulk cover?
The term comes from the pre-container concept of "general cargo": the cargo may be packed or unpacked, but it always consists of pieces counted by number. Today, breakbulk brings three groups to mind:
- Steel and metal products: coils, plates, sections, rails, pipe bundles.
- Project pieces: boilers, columns, transformers, turbine casings, bridge girders; the heavy ones are also called "heavy lift".
- Other piece cargo: timber packages, construction machinery, crated machine parts.
| Cargo type | Unit of carriage | Handling | Example |
|---|---|---|---|
| Breakbulk | Individual pieces | Crane, slings, forklift | Transformer, steel coil |
| Container | Standard box | Terminal crane, single move | Palletised consumer goods |
| Bulk | Hold volume | Grab, conveyor, pump | Grain, coal, clinker |
| RoRo | Wheeled unit | Driven over the ramp | Truck, construction machinery |
For unpackaged cargo flows see the entry bulk cargo shipping, and for heavy wheeled units see carrying heavy cargo on a RoRo vessel.
How is a breakbulk shipment planned?
- Piece list: The dimensions, gross weight, centre of gravity and lifting points of each item are provided with a drawing.
- Vessel selection: Multipurpose vessels with their own cranes or heavy-lift vessels are preferred. If the ship's crane is not sufficient, a mobile crane is hired at the port.
- Stowage plan: The layout in the hold and on deck, whether pieces can be stacked, and lashing points according to sea conditions are determined.
- Lashing and chocking: Lashing with chains, turnbuckles, welded stoppers and timber chocks secures the piece to the ship's structure.
- Loading, voyage, discharge: A survey report is prepared at loading and discharge; any damage is noted in the ship's records.
The IMO's Code of Safe Practice for Cargo Stowage and Securing (CSS Code) sets out principles for securing non-standardised cargo; it expects the personnel who plan and supervise stowage to be well acquainted with the ship's Cargo Securing Manual. For pieces whose dimensions push port and vessel limits, shipping oversize cargo by sea is a separate planning topic.
How does it relate to project cargo?
Not every project cargo is breakbulk, and not every breakbulk is project cargo. A power plant's steam boiler is both project cargo and breakbulk. A regular steel coil shipment, on the other hand, is breakbulk but not a project. Some large pieces travel as out-of-gauge (OOG) cargo on a flat rack container on a container ship; when the piece fits within flat rack dimensions and weight limits, this option generally offers more frequent sailings.
How are freight and port charges made up?
Breakbulk freight is mostly calculated on a W/M basis, i.e. by tonne or cubic metre, whichever is greater. A light but voluminous column is priced by the cubic metre, a dense steel block by the tonne. For heavy lifts, a surcharge applies to pieces above a certain tonnage.
Who bears the loading and discharge costs is determined by the freight terms. Under liner terms, handling is included in the freight; under FIO (free in and out) terms, loading and discharge are for the cargo side. Quay dues, crane hire, storage, survey and, where necessary, escorted transport within the port are added to these.
Common mistakes
- Not marking the centre of gravity and lifting points on the piece.
- Not protecting a piece to be carried on deck against corrosion, and not separately clarifying on-deck cover in the insurance policy.
- Not allowing for the special permit lead time on the road leg to the port; if the ship is missed, the next sailing may be weeks later.
How does Voltim Global support you?
In project transport, Voltim Global plans the road leg of the piece from the factory to the port and the permit processes together with the sea connection. Obtaining the KGM special permit for oversize cargo quickly shortens the time needed to reach the port; on the Voronezh–Mersin shipment this permit was obtained in one day.