CARGO OPERATIONS NON-TANKER MANUAL Ch.11...

CARGO OPERATIONS NON-TANKER MANUAL

Ch.11 Heavy Lift Operation

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Date 20-Feb-15

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Uncontrolled when Printed

11.1. GENERAL

As the cargoes which Heavy Lifter carries are varied in terms of nature, size, shape and weight, Master

and Chief Officer shall pay special attention to the cargo operation and cargo cares at all times.

When cargo-handling operations are carried out on board, the Chief Officer shall make every effort to

ensure the safe and smooth transportation of the cargo.

Under the Master's supervision, the Chief Officer and the junior officers shall familiarize himself with the

structure of the vessel, the capacities of the vessel's facilities and equipment, the properties of the

cargo to be loaded, etc.

11.1.1. Definition:

Cargo excess 50mt in gross weight shall be taken as “HEAVY CARGO”.

Cargo excess 25m in length and/or Excess 7m in height shall be taken as “OVERSIZED CARGO”.

Cargo with specified characteristics restricting its cargo handling, stacking, securing, lifting and/or

being required special care for its ocean transport shall be taken as “CRITICAL CARGO”.

11.1.2. Safety precautions

The Master shall be responsible to ensure NO unknown, unauthorized person(s) being on board or

entering in the cargo working area on board.

The Master also shall be responsible to establish proper cargo work duties by ship’s crew and to

supervise stevedores/ longshoremen/ lashing labours or any persons on board for safety work.

All concerned persons/ labours/ crew with the cargo operation shall wear P.P.E. (Personal Protective

Effects), such as Helmets, Safety shoes, Goggles, Gloves, Welding Face guard etc.. (Refer to PPE

matrix provided in HSSP manual ch 2)

Guard ropes, Caution guards shall be installed around any opening area in ship’s hold such as

partially opened tween decks to prevent a person from falling down.

It is prohibited to enter into closed cargo hold alone for conducting regular lashing check/ cargo check

in ship’ holds at sea, or for final lashing inspection or for any cargo inspection by Chief Officer,

Owner’s / Charterer’s representative, Surveyor or any person. Sufficient lights shall be prepared in

ship’ cargo holds for regular cargo check by crew.

When cargo handling, a responsible officer on duty shall observe and ensure that no one is dangerous

zone/spots, such under lifted cargo, between cargo and ship’ bulk head, walking on hatch coaming

etc.

When operating any machinery such as a crane, a derrick and hatch covers it shall be confirmed all

clear around intended machineries and safe for operation.



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sss

11.1.3. Hot work procedure

On board a heavy lift vessel, it will be necessary to carry out hot work on cargo holds, tween decks,

and main deck and on hatch covers frequently to either re-position a welding eye or weld a new

securing eye. Due to this reason, a special waiver is provided to heavy lift vessels from complying with

some of the requirement mentioned in HSM manual Ch 2 Sec 2.2.

On board a heavy lift vessel, Master need not obtain approval for the hot work plan from office for all

hot work in cargo holds and on main deck / tween decks subject to following conditions:

A thorough risk assessment is carried out by Master and same is approved by Marine

Superintendent in charge of the vessel and Fleet Manager.

Above risk assessment shall identify all potentially dangerous area e.g. area near bunker tank.

These areas shall be marked permanently in red color and a notice displayed. Hot work shall

not be allowed in these areas.

Master shall issue a hot work permit for every hot work.

When in port limits, Master shall obtain necessary approvals from port authorities. He shall

comply with port requirements for carrying hot work, if any.

When hot work on Tween decks, proper prevention measures for welding, grinding/cutting

sparks not dropping into lower cargo hold(s) shall be conducted.

Hot work shall be stopped during rainy weather. Special attention shall be paid to hazards

such as low insulation/ electric shock.

When removing the welded pad eyes and steel stoppers from the deck, the material has to be

cut up to a few millimetres above the deck and then ground off. Gouging of any sort must be

avoided as it will reduce the thickness of the deck plating and the point load density of that

area.

11.2. PREPARATION FOR CARGO OPERATIONS

11.2.1. Cargo Information

Master shall be provided with adequate information from the operator / charterer regarding

the cargo to be carried so that its stowage may be properly planned for handling and

Transporting including but not limited to:-

Principle dimensions, L x B x H and weight (drawing required).

Location of centre of gravity both athwart ships, fore and aft.

Bedding area and particular bedding precautions.

Lifting points or slinging positions.

Lifting gear if any accompanying the cargo, complete with test certificates.

Certificate of welding for the fixed lashing and lifting points on the cargo unit or a plan indicating the approved

lashing / lifting points on the cargo unit.

Whether additional lifting equipment is required to load / discharge e.g. gantry crane or floating

crane, etc.

Securing arrangements aboard ship.

Any other particular requirement for the intended cargo for safe carriage on board.

Cargo Handling Instructions will consist of;



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(a) Preliminary Packing List and Booking List

(b) Preliminary Stowage plan

(c) Loading/ Discharging Sequence taking into account the outreach of the cranes (if present),

and the reduced SWL.

(d) Lifting plan for Heavy, Oversized, Critical Cargo

(e) Dunnaging plan for Heavy, Oversized, Critical Cargo

(f) Calculation of load distribution on ship’s deck for Heavy Cargo, with due consideration of the

lifting cradles, and concentrated stress points.

(g) Sea-fastening/lashing plan for Heavy, Oversized, Critical Cargo as per the vessel’s cargo

securing manual.

(h) Calculation of Accelerations for Heavy, Over-sized, Critical Cargo

(i) Detailed cargo drawing of Heavy, Oversized, Critical Cargo

(j) Any other specified instructions for cargo handling

11.2.2. Planning of Cargo Loading

When planning to load heavy cargo, Master and Chief Officer shall check the plan in detail and ensure the

following points:-

Strength of deck, hatch, tank top, hatch size and hold clear height, etc.

Suitable stowage place for the cargo taking account of dimension and weight of the cargo etc.

Capacity, outreach, clear height and lifting power of lifting gears, etc. If a tandem lift is utilized,

a separate certificate or plan available from the classification society indicating the allowable

working load of the lifting plant being used

Capacity of securing gears, slings, prevents ropes and dunnage etc.

Ship’s stability and condition (Draft and trim, minimum GM, stresses, etc.)

Calculate ship's inclination when cargo lifted and necessary ballast water quantity to keep ship

upright. Capacity of the heeling pumps to be taken into account.

The speed of the lift and the swing of the cargo by the ships crane must be considered

The ships crane scales / weight display to be tested with the cargo unit prior commencing the

full lift

Communication to be established, with the required personnel.

Chief Officer shall ensure securing measures and arrangement for the cargo;

Secure the cargoes in accordance with Cargo Securing Manual (CSM);

If it is required, lashing points (eyes, steel plate) shall be installed by welding. Due precaution shall be

taken as per the hot work permit on board including permission from port authority in this regard. Refer

to HSM Manual Ch 2 for generic guidelines and section 1.3 of this manual for specific instructions.

The Master and Chief Officer shall study the following;

The cargo can be safely stowed, secured and transported under all expected weather

conditions during the voyage. For water sensitive cargo , the hatches must be made weather

tight as far as practicable using additional methods such as sealing tapes, coaming aid etc.

Lashing points should be welded in safe areas taking into account the strength of the area.

Thereshould be sufficient space available for lashing for a good lead of the lashing chains /

wires. Lashing chains / wires with an up-down lead, or near vertical angle as well as at a very

small angle is not considered effective

The cargo is suitable for the Vessel and the Vessel is suitable for the cargo.



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The different commodities to be carried are compatible with each other or suitably separated.

Cargo facilities, berth of the ports of loading and discharging.

Chief Officer shall keep close contact with the Engine Departments to provide sufficient information of

heavy lift cargoes and cargo work.

11.2.3. Stowage Requirements

For planning purposes, following points to be considered:

Refer to IMO Code of Safe Practice for Cargo Stowage and Securing

For very high cargo on weather deck and/or on weather hatch, confirm that blind area/length of

view are within the limitation provided in SOLAS.

For over-beam stowage of lengthy cargo, these over-beam ends shall not be touched with the

water in 20deg. rolling angle and be free from any interference with sea-going, berthing/unberthing

and/or tug assisting.

When stowing very high cargo in ship’s lower hold with tween decks opened, it shall be confirmed

and approved by Master for ship’s local strength keeping tween decks opened partly at sea. The

tween deck covers should have an arrangement to be stowed appropriately / secured properly.

Cargo stowage shall be planned avoiding over-stowage along ship’s calling rotation not to shift/ re-

handle of Heavy/ Over-sized and/or Critical cargo at way port(s) as much as practicable.

Suitable stowage position in consultation with the operator shall be selected which will best support

the weight of the heavy lift. Consideration shall be given, in selecting the stowage position and

securing, to the various forces that the vessel is subjected to during bad weather.

Before landing or stowing heavy cargo, load density of the berth, deck, hatch covers and cargo hold

tank top shall be considered. Particular care shall be taken to distribute the weight of the load evenly

over the floor of the loading space; bearers (dunnage) should be used to spread the load. Usually the

bearers should be laid fore and aft or diagonally to achieve the maximum support from floors and

beams.

Lifting height and the outreach of the crane/derrick for the stowage position of heavy unit load shall be

taken into account.

11.2.4. Stability and Condition

Master shall ensure that vessel has sufficient GM at all times and stability criteria provided in the

approved Stability Booklet is always complied with at sea, in port and during cargo operations. Special

attention should be paid to the application of the wind moments in the cross curves.

During cargo operations by means of vessel's cargo gear, the vessels stability shall be sufficient at all

stages of the operation.

Under the most unfavourable derrick/crane jib positions (in most cases derricks/crane jibs in maximum

topped position (high quay, minimum ballast condition), the corrected GM value shall never be less

than 1 meter. In case GM is lower than 1 meter, Master shall contact the Company and the Operator

without delay.

Before every cargo handling operation the following calculations shall be made:-



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Initial stability including cross curves at start and at end of the operation;

Initial stability including cross curves at the most unfavourable conditions during the operation

(e.g. loading over starboard side and landing the cargo on portside or vice versa, plus passing

the maximum toping position of the crane/derrick).

Lashing forces calculations and determination of the required strength of the lashing

equipment..

Optimum use of loading calculator shall be made to calculate stability when fitted

The maximum allowed list and trim during a cargo operation shall be within the permissible stability

criteria and derrick/crane manufacturer's specifications.

Usually vessels safely work to a list of about 5 degrees. For 5 degree list the trim of the vessel should

not exceed 1 degree fore or aft. In exceptional cases (when higher outreach is required) the list of 5

degree may be increased, but never exceed the maximum permitted value as per loading manual. In

these exceptional cases a cross curve has to be made since the initial stability calculation is then not

applicable. Load meters/load indicators should be monitored.

11.2.5. Preparation for Cargo Loading

When loading heavy cargo onto the vessel, Chief Officer shall make the necessary

preparation;

Cargo compartment where cargo is to be loaded shall be clean and dry

Hatch cover, tween deck and its attachment shall be in good order.

Working area for the cargo operation shall be assured for safe condition;

Cargo gears and cargo handling equipment’s and instruments are in good working condition

Ballast and hold bilge system are in good working condition

The lashing materials should be properly allocated throughout the deck. Eye plates / eye rings

should be marked with different color to distinguish S.W.L.

11.3. CARGO OPERATION

11.3.1. General Precaution for Cargo Operation

The ship should be upright when loading or discharging heavy cargoes and have adequate stability.

Keep the hull strength, ship's stability, trim and list in proper condition by taking into

consideration the distribution of cargo weight, according to the Loading Manual.

Keep trim & heel properly and ensure vessel is safely moored alongside the wharf during

cargo operation, in order to prevent damage to the cargoes. Ballast and Heel control shall be

carried out in accordance with cargo plan.

Make proper use of dunnage and lashing materials.

Cargo operations are executed under the responsibility of the Master and he may delegate the cargo

handling operations to his deck officers. All crew members involved of the cargo operation should be

clearly instructed and be aware of the cargo operation for prevention of accident during cargo operation.

During cargo operations special attention shall be paid for the safety of the shore workers, surveyors,

lashing labour, stevedores and repair labour who may be in cargo hold or on deck. Similarly ensure

persons on barges and/or pontoons, moored alongside, or on the quay side are standing clear of the cargo

operation.



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To ensure safe cargo operation following shall be adhered to: -

Assign experienced persons to handle the cranes/derricks and during heavy lift operations.

Chief Officer shall directly supervise all movements during heavy lift cargo operations.

Close communication should be established between all those involved in the operation.

During cargo operations with ship's equipment, use only certified lifting gear and check for any

deficiencies.

Connected lifting arrangement to be checked before actual lifting by Chief Officer responsible

officer.

Steadying lines shall be attached to the cargo in order to prevent turning/swinging.

Bunkering operation shall not be carried out during heavy cargo operation, if applicable.

Ensure ballasting and heeling control are operating satisfactorily.

After loading, securing shall be done according to the Cargo Securing Manual.

Keep all water-tight doors closed.

Ensure all mooring ropes are taut.

Ensure that if the cargo units are landed directly on the flat bed/multi axle vehicle, the CG,

centreline, the required orientation of the cargo unit,and the area of storage is finalised.

Trailers and multi axles to be parked as close as possible to the ships side and must be

manned,

The ‘lateral drag’ must be considered when landing heavy cargo unit. It must be appreciated

that soon as the weight is off the lifting plant while the unit is still hooked on but on shore /

trailer the vessel will experience an up-righting motion tending to drag the cargo unit towards

the vessel.

All cargo gears and slings shall be checked at the following steps;

The cargo falls is in up and down position;

As soon as the weight is taken by the slings;

The load has been lifted a short distance from stowage position

The whole system should be checked through to ensure that no undue strain is being imposed on cargo

gear, equipment, or the load itself. Head of crane, cargo hook and centre of gravity of cargo should be

vertically in line when commence lifting cargo.

Carry out cargo work very slowly and steadily, following scheduled sequence, keeping vessel

upright by adjusting heel.

11.3.2. Prohibitions

11.3.2.1. Double cranes operation

It is prohibited to carry out simultaneous 2 cranes operation in one hatch whether ship’s crane(s) or

shore/floating crane(s).



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When handling Heavy cargo or significant oversized cargo by a ship’s crane, it is prohibited to operate

other remaining ship’s crane(s) for other cargo work at the same time.

It is accepted to operate the other crane by a ship’s crew for ship’s list control (with or without a

counterweight) under supervision by the Master or responsible officer for the Heavy Cargo operation.

11.3.2.2. Weather conditions:

Master shall carefully observe weather condition/ swell conditions and/or other circumstances around

the ship, to implement cargo operations for Heavy, Oversized, Critical cargo in safe.

HEAVY



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Master shall consider stopping of the cargo operations under these conditions;

a. Wind force of over 15m/sec or considerable wind force depending on cargo figures, shape of

the cargo and the lifting method

b. Swell 50cm or significant ship’s moving by swell

c. Considerable rainy weather

d. Weather forecast indicating bad weather approaching the port

e. Considerable wave made by other ship(s) passing near-by causing extra movement of the

ship, a barge or a floating crane is observed / expected.

f. Reduced visibility hampering cargo operations.

11.3.2.3. Others

Bunker operation at the same time with heavy cargo operation shall not be accepted

It shall not be accepted to lift a cargo by a ship’s crane for other purpose than ship’s own

cargo work.

Night time lifting work for Heavy, Over-sized and Critical cargois usually not recommended or

carried out. There could be port regulations allowing heavy lift operations upto a certain time

into the night. It is advisable to gather this information from local port agents for proper

planning.

11.3.2.4. Prohibited Lifting methods

Below lifting methods are prohibited for cargo handling for Heavy, Oversized, Critical cargo ;

Choke Hitch Lifting



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Tandem lifting by combination of a ship’s crane and a shore/floating crane

Lifting by a truck /mobile crane located on ship’s deck.

Side sliding lifting cargo in out-range location or under ship’s coaming



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Union purchase lifting whether by ship’s cranes or by combination of ship’s crane(s) and

shore/floating crane (s).

Single Lifting with Eye spliced wire



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Side pulling with chain blocks, Chilholes, forklift(s) or by any other means to stow a cargo in

out-range of crane working area or into under coaming area.

To stow/lift a cargo out of crane working area with by-passing / switching off crane limit switch

and/or any safety devices.

Side sliding a cargo with insufficient capable forklift or any other facility.

WORKIN

G

CUT LIMIT

???

NO !!

15t

7 t



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Unsuitable double lifting for 2 packages in 1 lift

Intentional unbalanced lifting



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Lifting by a ship’s crane for other purpose than ship’s own cargo operation

11.3.3. Lighting

Cargo operations of Heavy, Oversized, Critical cargo shall be planned and conducted in Day light

hours.

Even if carrying out cargo operations for lighter, general cargo in night time, sufficient lightning around

the working area, not only inside of the ship but also sea side or quay side, shall be prepared.

11.3.4. Supervision of Cargo Work

For safe, smooth and effective cargo operation, Chief Officer shall give directions to, and supervise,

crew, stevedores and other relevant persons on board;

Chief Officer while supervising cargo work shall take the following points into consideration;

working sequence,

nature and location of the stow.

cargo handling equipment and instruments are properly used;

proper ship's condition (Draft, Trim and list, etc.) To pay attention for Ballast water

control(efficiency of the heeling pump)

alternate means of countering heel,(overside pontoon, counterweight etc).

loading and lashing cargo,

handling and the proper use of cargo lashing materials etc.;

secure cargo properly, based on cargo securing manual, in order to prevent it from shifting or

collapsing;

Capability and experience of winchman / crane operator

Communication procedures (Internal and external)

SHIFTING A CARGO BETWEEN

TRAILERS BY A SHIP’S CRANE??

NO!!

Ship’s

responsibility is

HOOK to HOOK

only in Berth term

contract basically



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11.3.5. Daily meeting

Daily work meeting shall be coordinated with all concerned parties before commencement of the cargo

operation of the day. Before starting work, Chief Officer shall hold a meeting onboard with crew

members and explain scope of the operation with necessary safety instructions;

outline of the work; including cargo plan

role of crew members including the shore receipts of the cargo (trailer drivers, shore handlers,

etc);

hazards involved and countermeasures against them;

precaution for operation of cargo gear and equipment and/or systems;

communication system;

It is important to finalize the responsibility of each party and the communication window/ order flow at

the scene of the operation.

Chief Officer shall supervise throughout the cargo operation and instruct the personnel concerned for

proper cargo handling. He shall keep Master closely informed.

11.3.6. List Control for Heavy Cargo Operation

When lifting/ handling Heavy Cargo, an officer shall be posted for ballast operation. Chief Officer or

other responsible officer who directly supervise cargo operation shall not be engaged in ballast water

operation itself, unless it is remote controllable.

During Heavy cargo operation, ship’s list shall be observed frequently.

When handling a Heavy Cargo, a ship shall be kept in up-right/ even keel condition as much as

possible.

During lifting operation of a Heavy Cargo,

Ship’s GM shall be maintained more than 1.0m during all stages of the cargo operation.

Ship’s list shall be maintained less than 3 deg.

Under Keel Clearance shall be kept more than 10% draft during all stages of the cargo

operation even if the ship is listed during the Heavy Cargo operation. Increase of draught due

to heel must be considered and calculated in advance

11.3.7. Lifting procedure

When lifting Heavy, Over-sized and/or Critical cargo, special attention shall be paid and Chief Officer

shall directly supervise its lifting at the scene of the lifting.

Chief Officer shall confirm to Master that all required crew/persons in charge are properly positioned

before the operation.

The vessel must be upright with almost even keel, to prevent swinging of the load when it is just off the

tank top.



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It is the most important action for a cargo lifting to confirm that crane boom top and hoist block with

cargo hook and cargo C.O.G. are almost on the vertical line prior to commencing to hoist up. Master

shall not order to commence hoisting up unless this observation is confirmed. This is done by making

the falls taunt and distantly viewing the crane falls against a fixed vertical land object when the vessel

is upright.

Before commencing to hoist up, when taking slack lifting slings, movement of slings shall be carefully

observed and confirm they are not being stacked with some objects around cargo to distribute the

weight evenly. There is a danger of the objects used for stacking may give way under tension during

the critical part of the operation. It shall be also observed that wire slings and shackles moving do not

damage the cargo surface, then finally it shall be confirmed all lifting slings are properly fitted on the

cargo.

The length of the slings must be such that the cargo unit can be lifted well clear of the ships hatch

coamings and ship side railings without bypassing any limits.

When basket lifting with double slings, they shall be tensioned equally without any twist.

Adequate and suitable control ropes attended by crew and/or stevedores shall be attached with a

cargo to control its direction for preventing the cargo from turning. These ropes shall be taken slack

equally and not be too much tensioned nor be unbalanced tensioned.

When the cargo is hoisted up just from trailer or barge deck or ship’s deck, special attention shall be

paid for cargo sudden and unexpected movement/turning due to vertical deviation of Cargo C.O.G.

and Crane boom top.

When a discharging operation, after completion of transfer the cargo weight to a trailer or a barge,

lifting slings shall be enough slacken not to hook-up cargo caused by ship’s movement on swell or

others.

11.3.8. Cautions for Cargo operation from or onto a trailer

When hoisting up the cargo from or lowering down onto a trailer on shore, it shall be confirmed a

driver attending and tyre breaks being released.

UNEVEN

TENSION

TWISTED

GOOD! NO GOOD!



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It is strictly prohibited to operate trailer’s hydraulic jacking system during the cargo operation, which

will cause sudden change of load on the ship’s hook resulting ship’s sudden and unexpected rapidly

listing then severe cargo accident.

When hoisting up a Heavy cargo from a trailer on a quay, ship’s list shall be controlled by ballast

operation to minimize the list. Accordingly cargo weight transfer to ship’s crane, the ship’s listing

moment to the quay side will be increased. If it is not controlled with counter ballasting from the quay

side to opposite side, the ship will list to the quay side suddenly resulting unexpected cargo shift at the

time of clear up the cargo from the trailer, which may cause cargo damage.

When lowering down a Heavy cargo onto a trailer on a quay, ship’s list shall be controlled by ballast

operation to minimize the list and cargo weight shall be transferred by shifting the ballast.

When swing out the cargo to the quay side, ship’s listing moment to the quay side will be increased,

then the ship shall have counter ballast in her tanks in sea-side.

JACK

DOWN

TENSIONED

！

JACK UP

SLACKENED

！



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For cargo weight transferring from ship’s crane to the trailer, the counter ballast in sea-side shall be

shifted to the quay side.

If cargo weight is transferred by only crane operation without ballast operation, the ship will list to the

sea side suddenly, rapidly resulting unexpected cargo shift at the time of cargo weight being released

from ship’s crane hook. It may cause cargo damage.

When discharging onto a trailer on quay side, it is very important to locate the cargo at proper position

on the trailer for inland transportation after the discharging. Even if cargo damage is not caused, the

said cargo shifting may cause re-lifting for repositioning the cargo on the trailer.

Sometimes, said ship’s sudden rapid listing to the sea side due to improper cargo weight transferring

without ballasting will cause cargo collapse on or with the trailer.

For all safety pupposes, the trailer must be parked as close as possible to the ships side. The more

the distance away, the lesser the cranes SWL due to its outreach,

It is favourable that the trailer adjusts is location according to the load before placing the same. Small

movements of the crane boom and the slewing action must be avoided as this may not have much of

effect in fine tuning the placement of the cargo on the trailer.

11.3.9. Cautions for Cargo operation from or onto a barge

When hoisting up the cargo from or lowering down onto a barge, it shall be confirmed a barge operator

attending and mooring lines are slacken.

A barge floating on the water is always free for movement due to swell/wave. Various barge up / down

movement may cause frequent change of load on ship’s hook.

Upward barge movement will reduce load on the ship’s hook causing ship’s counter list to the opposite

side, then the cargo is going to shift relatively to the ship’s side.



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Following downward movement will switch the load on the ship’s hook be increased causing ship’s list

to the barge side, then the cargo is going to shift relatively to the barge side.

For cargo operation procedure, it shall be designed to minimize ballast operation hours for cargo

weight transferring, when the cargo may be under most influence of the said barge movement.

11.3.10. Weight distribution to ship’ deck

Dunnages underneath a Heavy cargo shall be designed for proper weight distribution to ship’s deck /

structural frames.

When concentrated weight is loaded on the limited skid(s)/ saddle(s)/ frame(s) of a Heavy cargo,

Owner / Charterer shall design sufficient dunnages with enough strength to distribute the weight

properly to ship’s deck structures being stressed less than allowable stress, 1,200kg/cm2 (Yield

stress 2,400kg/cm2 for SS-400 ÷S/F 2)

UPWARD MOVEMENT

REDUCING OF LOAD ON THE HOOK

RELATIVE CARGO SHIFTING

TO SHIP’S SIDE

DUE TO SHIP’S LIST TO THE OPPOSITE SIDE

DOWNWARD MOVEMENT

INCREASING OF LOAD ON THE HOOK

RELATIVE CARGO SHIFTING

TO BARGE’S SIDE

DUE TO SHIP’S LIST TO THE BARGE SIDE



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S/F (Factor ofSafety) of stresses on dunnages shall be more than 2.

For design of dunnages and distributed weight on ship’ structures, calculation shall be done based on

combined vertical load of static cargo weight and dynamic load by acceleration at sea.

11.3.11. Bottom dunnages

Bottom dunnages shall be designed to increase frictional resistance to ship’s deck.

In case of using steel structures, such as H-beams, for bottom dunnages, Owner / Charterer shall take

reducing the resistance due to steel / steel interface into consideration for design of sea-fastening/

lashing. In case that, such steel dunnages shall be welded to the deck.

Bottom dunnages shall be designed as low as possible to maintain cargo C.O.G. being stowed lower

for reducing active accelerations.

It is prohibited to insert any slippery and/or greasy materials, such as plastic sheet, on top of bottom

dunnage.

Sea-fastening plan and lashing plan shall be designed without reduction of active forces by frictional

resistance.

11.4. CALCULATION OF ACCELERATIONS AT SEA GOING

For designing sea-fastening and/or lashing plan of Heavy cargo, Owners / Charterers shall calculate

accelerations for longitudinal, transverse and vertical directions accordingly calculation formula

provided in DNV Rules for Ships, January 2007, Chapter 4 or other formula provided in ship’s

C.S.M. on board whichever it is greater.

Wind pressures/ Wave sloshing force for on-deck cargo

Design of sea-fastening / lashing of on deck stowed cargo shall be planned with additional acting

forces by wind pressures and wave sloshing provided in below formula;

Force by wind pressure

Fw = Aw x 1 kN/m2 Aw: Wind projected area of a cargo on deck.

Sea Sloshing

Fs = As x 1 kN/m2 As: Area in 2m height from a weather deck or hatch top

11.5. SEA-FASTENING PLAN

For Heavy cargo, Owner /Charterer shall prepare acceleration calculations and designed sea-

fastening, lashing plan for Master’s approval. Master shall review the sea-fastening, lashing plan in

accordance with C.S.M. (Cargo Securing Manual) on board.

The sea-fastening plan/ lashing plan shall be designed against not only active forces but also tipping

moment on cargo.



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Final sea-fastening plan and lashing plan shall be fixed with Master’s approval with well discussion

with Owners / Charterers.

Master shall be responsible to inspect the final actual conditions of sea-fastening and lashing and to

request to re-fasten, add, and amend sea-fastening and lashings, if required.

11.6. CARGO LASHING GEAR

Slings ,if used singly or in combinaltions, should be made up of the appropriate wire or chain to provide

an adequate safe working load, and of the correct length so that they do not damage the cargo and do

not require shortening because of too long a drift.

Sling should be set up in such a way that the load remains level (uniform). However there may be

occasions, when, to allow a particular awkwardly shaped load to enter the hatch square, the load will

have to be slung at an angle or the slings will have to be at different lengths to enable a even lift. In this

case it shall be ascertained that the load itself will not be damaged by such treatment, and the slings are

made up accordingly.

Where goods may become crushed or where the length of the load is such that the angle of the sling will

create unacceptable bending moments on the load, the use of a traverse, spreader, or beam may be

required. As mentioned earlier the weight of any such tackle shall be included in the calculations for the

lifting gear. Full use shall be made of all proper lifting points on the load, and those points which are

marked as suitable for placing the sling.

When rigging wire-slings or grommets (with bight) over bollards (on lifting beams)or over crane hooks,

care to be taken, that the weight on both ends is evenly distributed in order to prevent slipping over

bollard or crane/derrick hook. This is especially important for riggings, where extra shackles have been

added on one side/increasing the weight on that side.

Chance of slipping to be prevented by connecting ends together by a shackle or rope binding.

A proper inventory must be maintained of all lashing gear on board. This information is required time to

time by cargo interests for their planning. Damaged lifting / lashing gear must be identified and put away

to avoid inadvertent use.

11.7. SAFETY FACTORS OF LASHING MATERIALS

Safety Factors of lashing materials shall be as:

(a) Lashing wires (New/ Single use) : B/L x 80% / 1.5 ≒ B/L x 0.50 (S/F 2)

(b) Lashing wires (Re-usable) : B/L x 30% / 1.5 = B/L x 0.20 (S/F 5)

(c) Chains : B/L x 50% / 1.5 = B/L x 0.33 (S/F 3)

(d) Turnbuckle : B/L x 50% / 1.5 = B/L x 0.33 (S/F 3)

(e) Shackles : B/L x 50% / 1.5 = B/L x 0.33 (S/F 3)

(f) Belt lashings : B/L x 50% / 1.5 = B/L x 0.33 (S/F 3)

# Accordingly “IMO Code of Safe Practice for Cargo Stowage and Securing” (CSS Code)

11.8. LASHING MATERIALS TO BE USED



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Kind of lashing materials and their quantities shall be designed accordingly active accelerations and

detailed cargo figures.

As just general references, it can be referred;

Small and light cases/ crates/ skids stowed in a stack : All over lashing by 18mm Non-spec

Wire/ Belt lashing

Individual stow of cargo lighter than 5mt : Individual lashing by 18mm Non-

spec Wire/ Belt lashing

Individual stow of cargo over 5mt, less than 50mt : Individual lashing by Chain or Spec

Wire

Heavy Cargo (Over 50mt) : Sea-fastening by steel stoppers.

Individual lashing by Chain or Spec

Wire

11.9. COMBINATION OF LASHINGS

Sea-fastening /lashing plan shall be designed to bear individual active acceleration with sole

measurement of sea-fastening or lashing.

It is prohibited to bear active accelerations with combination of wires/ chain lashings.

11.10. WIRE LASHINGS

When wire lashings are taken, it shall be taken into consideration that new wires are supposed to

extend by these own tension. When tightening these wire lashings, re-tightening measures shall be

remained for sea going. Master shall establish frequent regular lashing check and refastening of wires

Wire Lashing

Chain Lashing



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lashing at sea.

Also, strength of lashing wires is depended on conditions of wire clips, quantities, direction, span and

tightness. When wire lashings are taken, Owner / Charterer shall well instruct shore lashing labours for

required quantities and directions, spans each others of wire clips.

At the time of lashing check of wire lashings, tightening condition of wire clip bolts shall be checked

carefully, not only wire tensions themselves.

Proper tightening with wire clips is as below:

U bolt to be fitted on “Shortened line end” and Clip caps to be fitted on “Mother line”.

All clips shall be same direction

Number of clips shall be as follows, depending on wire diameter.

Wire Dia.(mm) 18 20 24 26 30ClipsQtt'y 5 5 5 5 6

Span between clips shall be more than 6.5 x wire dia.

Round connection, direction of clips shall be opposite at each ends

When it is expected to be difficult to carry out re-fastening of wire lashing at sea, it shall be taken into

consideration to use pre-tensioned wires.

Strength of a wire lashing shall be designed including reduction of strength due to folding, rounding,

bending on wires.

In case of taking lashings with a used wire, it shall be taken care about reduction of MSL due to re-

usage of wires.

11.11. STRUCTURAL STRENGTH FOR STEEL STOPPERS

Steel stoppers for sea-fastening shall be designed to make acting stress on the stopper being less

than allowable stress, 1,200kg/cm2 (Yield stress 2,400kg/cm2 for SS-400 ÷S/F 2)

11.12. STRENGTH OF WELDED AREA



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Structural strength for welded area shall be:

Groove welding

Yield Stress : 2,400 kg/cm2

Safety factor : 2

Allowable Stress : 1,200 kg/cm2

Fillet welding

Yield Stress : 1,400 kg/cm2 (Approx. 60% for SS-400)

Safety Factors : 2

Allowable Stress : 700 kg/cm2

Sea-fastening welding shall be designed to make sure acting stress on welding area being less than

above allowable stress.

Welding throat of fillet welding shall be greater than 4mm.

Shearing stress τ kg/cm2 = F / ΣAw

F : Shearing force

Aw : Welding area (equivalent throat (tw) x welding length (lw))

Bending stress σb kg/cm2 = M / Zw

M : Bending Moment kg・cm

Zw : Section Module for welding area cm3

Equivalent stress σw kg/cm2 = √（σb2 + 3τ

2） < σa (= 700 kg/cm2)

Lw

h

F M

Aw = Lw x tw

τw = F / AwM = F x h

σw =M / Zw tw



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11.13. CARGO CARE DURING VOYAGE

During the voyage daily routine checks should be held and especially in the hold to ascertain the

condition of the cargo, its lashings/securing and bilges. These routine checks shall be entered into

the checklist. A deck log book entry shall be made for times the cargo lashings are checked and

tightened.

During bad weather the cargo shall be checked more frequently if safe and practical. However

under no circumstances safety of the crew shall be compromised.

When changes in the condition of the cargo, or its lashings, occur during the sea voyage it shall be

reported to the Company and the Operator immediately.

Hold bilge sounding shall be carried out every day and additionally during/after strong rain, rough

weather, ballasting operation, bunkering/transferring operation;

Hold ventilation shall be carried out to maintain inside environment suitable for the cargo carriage and

prevent sweating of hull sweat or cargo sweat;

11.14. CARGO DAMAGE PREVENTION

The following cargo surveys, as necessary under owner's or charterer's instruction will be arranged;

Stowage Survey;

Hatch Survey;

Cargo Condition Survey;

Hold Condition Survey;

Cargo Damage Survey

Pre-shipment survey if any;

Lifting equipment/plant survey.

Pay attention to the following items when shortage or surplus of, or any damage including wet

damage arises to the cargo:

Ensure all relevant evidences have been gathered / available such as shippers declaration /

manifest, loading instructions, photographs, weather reports, deck log book entries, lashing

certificates, stability condition etc.

In the presence of parties concerned, check the present situation, clarify who is responsible,

prepare a statement of facts and place proper remarks in shipping documents, as necessary;

In any case of cargo damage, inform Company immediately;

In consultation with Company arrange a surveyor as necessary, to check whether the relevant

cargo is fit for transportation, in some cases it may be necessary to contact shippers and

makers depending on cargo conditions.

CARGO OPERATIONS NON-TANKER MANUAL Ch.11...

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Transcript of CARGO OPERATIONS NON-TANKER MANUAL Ch.11...