CAUTIO:"

rue Sl 'GGEs'rJO:'\S axn ADVICE crvtx I ~ TillS BOOKRELATE SOLELY A:"iD O~U' TO TilE 1.A5I1l' G A-'DSECeRI;\IG or CA RGO ON W ATERBO R,'\'t: TRA:'\SPORT.

Til E coxrtxrs OF 'nus HOOK SIIOL'Ll) x01' BE AI' I'UEDTO ANY H)R\ I OF I.IFTI:\G EQ t.: lI'.\ IL'T, CRA:\ FS , II01S1'5 ,su.xGS, AND 11IE LIKE , WHERE :\.IlT Ii ' lORE STR I:"OGF...'TSAFET Y Rt.:LE'..'" A:'\D ST ATUTO R Y REGULATIONS APPLY.

1'11

ACK~O\'t'LEDGE~IE1'iTS

To The

SKond Edi lioo

In 19115 !he NlIUl icai Inr.tIlUle pub lished the fin l edil ion ot ' I~ing and Securinc of DeckCugoe, ' n I monogrlph illlended 10 provide seamen. tin en. and \.lIn:~yofi .... i!h practical .gencrl.l and workable guidelinc, for lkl.ling wi!h III evel)'dl y nur ine problem. So fu 011 iI. weilltile monograph hn proved useful and 1oXepl

Brian Gi lben for lurnina: my oria: iru.1skelches of ..... ire rope IbuJlOOg-gr ip con figura1ions true nealcomputer-a:enerated dra.....ina:s.

Chris McArt.hur _ for assiSl ina: ... Ith some of the free -twld sUtchC's in Ch"J'ICr I .

At Brookes . Bell &. Co : the P1ncrs for CXl-lflOIUOl"ina: the 'M)l"k of producing the booll. ; Char lesBIu..1r. for SO ~Iy OISsistina: ...iIt\ the most recent test -bed procedures; Peter McC lclbnd for hisknl:rw1cda:~1c input 10 Chapter S on cumin-sided trai lers ; Elizabeth Uoyd for typinC !hemalllu cripc liIrough Kveral drafts and formMli"i the final veniort for the publishers; and 10 allmy eo lleaeues in the firm for pu llina: up with me as this book finally 101: Iwnmered into shape .

For any erron. omissions or shoncomings , the autho r takes full responsibi lily .

The Mcrchanl Sh ipping (Loild Line) Rules 1968 : HMSO .

1lle Merchanl Shipping (Lo ad Line ) (Deck CarlO) Rel ul;at ions 1968 : HMSO ,

~anment of T ransport . Merchanl Shipping Notice ";o .M 349, Ju ly 1978 .

lkpartment of T ransport . Merchant Shipp ing :-

W REWORD

It is eu oellfi.1.llllat deck cargo is properl) md effectively la~ md secured . This book by JohnKnoo relb how.

The lin-t ed ition ...,n publi~ as a II'lClf"IOI raph by 1be ~autiul lnSl ilUte in 19GJ, and inc:ludl:dthe bal ics in respect of lubing and 5ecuring. Th is new book lias been a long time in preparalion.001 it i, my view aU the W()rk bas bun ""I'lrth it! All a~pccu o f the subject are covered, from!he type' o f materials . equ ipment , and fIllings ...bicll can be llseThe undcn u ndiog o f a ,;oeruin amount of mathe1T13l i~ and ~icli. and a ~ring ofphysic" is very imporunl if lIeCUring arrangemcnlli are to be se't up rorrectly and efflcierllly; thi~publi=ation takes Ihoe rudeT carefully through all the talcu talions. ...itb diagrmls ...here necessary .Sud! a'l'C'cu as ship Slability and roll period are also covered . and how they affect Ihoe ves-el.her motion. and . of cou rse, lIle cargo wh ich is Slo....-ed on deck , To bell' with tbe unden;tand ingof tbe subject are many very detailed diagr ams and sketches and numerous photographs ",,,,jehshow bow not to do it. as well a, how lashing and securing should be done.

Dills of lading covcring item, of cargo which are carried nn dec l are usua lly cleused "atshippers' r ill , Th is. o f course, does not mean that the master o f the ves..:1need IIOl: see to itthat the items involved are prope rly stuwed and ",cured . bearing in mind the intended voyage.and lept so througllout lIlat voyage to Ik"ttination. On the contrary , thoe master must care fullycarry tb~ cargo. Thi s book is more Ihorough and all--eooomp;lu ing Uw1 any other work on Ihoewbject. and will become. I am sure. essel1liaJ reading for all thosoe involved muteu of dedeargocarrying "essels, ar>d those ashore. inc luding loh;pov.ncn.~ring cont r;&..,ou . ste"edores.and sun eyon. and . 001 to forget. marine Iawyen.

'Cost' is always on the mind of lohi~rs and sllipowners alike. If done properly and effectively ,lashing and securing of dect cargo need 00l be elwrtionale , Things only become expensivewilen llle wnrk i, Tl(l( done correct ly and things go "'Tong ports of reruge can COSI a Inl '

Having worked with John Knorr for a number of years, and having learned a great deal fro marm, it gives me great pleasure to write the foreword 10 this book, ...'hich wi ll, I hope, in the longterm, provide the shippinll industry ... ilh tbe necessary information 10 reduce uie r il t of a Illiftor Inss of dec k: cargo . and thereby reduce claims ,

Charles "Iiaull -Ucrpool , April 1m

"

COl'TENfS

Frontispiece - Colour Plale A Soft Eyes in Wire Ropes Correctl y Made Up

Chaptn I - IlKk CarC

Eyes - Splices and gripsBOld ly made-up w ft eyesConliaurllions IeuedRulldor;r;rip tamil\;ll[ionsEu mp lel - ulC\lI~ionsCommenl: on body ~iniShem u ov-al d~Tab les 9 . 10 and II Holdmr; JlO"''('uD-rina' . Whinl lug ~ . pOld-cyes . etc.Wekh and _ Ill ~lren~lhFire and uplo~io n harard ~

l'1a'l icco~ered wire - the dangers

("h" l' h' r 4 Timh..r n,...k ( prl......

Cooks of Pract iceT!Ie practical lIJIP lical ion,Type of limbe r cargoTimbe r l .nad LinesPrtm. urenglh and lending o f la lohings

~ighl of car-go llbovt: ..e.ilhcr -dcd Ie, -.:IHt:ilht of cargo d \Ub ih,y con,ido;:' allOll'Carefully 10 carry

~e,;J,'lIres 10 jeui50ll car goSoundlAi PIPes. a ll pipes . and ,-.:nlilllion(J,lls of 1000 ingLo,_Top , ide l>alla..l t.an~ va lves

Colour I' l ale ~ F. G. H and I

Cha pl..r 5 V..hid"" "n 1t" K,, V....,,L,Vehicle definition,SlIilability for tran~port by loCaDIfferent loath on ' chicle,Cun;linsided loCmi ln.ilen

()ec ~ IUring poinl~LaIohing "'aJ1~ emenlSU>.tIinl chamHc lpflll rec:ommo:ndal.ionsCliICl.ll.al.ion, for l ippingl,lidlAr; forcesCompar iK>Tls ....i th the J -limes ru le

, j

"' I

"se

"71n7376n8J8J

asse

""1199 1

""9697

"""

10110311>110310'1119III113II 'II '

(1Jol'lfT (j - ISO Cootain~n 00 ;'I;....I -ru rl~ ...~ Built Shi llS

I'reil ht containersContainer comflOnent ~

Type~ o r containersSecuring COntainello - generalCont3iner~ as deck cargoDunnal ingStresses on halch coversIrnpor1.m1 guidel ine!Securing componentsFOOl lu llingsf OOl chockingWedge-chocks and ~crcw-brid,c fi uingsTwin-stack - dlllUUge and lashingsRad IIIr in; Nn n;ement.Other ccmainersStowing arid SoCCUr ing drum~Heal/)' unit~ Wilhoul la1hing-lugsSecure nmte r chockingPacking ISO containersDireetional movemem o r cargoAccek ration effectsSuitable eOlll3iners

Chaptrr 7 I..., hing C""b

Lashing wireRiu inl -SCU\l>'!Rul1dol -gr ipsShackk sTim~r

II'119u 1123124us1261261271]0\lI13213313'13>I3S136137138138133l ' 1

1"1"1....1"1"

I.

,.

3

Conversion h cwn .

Ellraet from L. E.E,A. H,,!Iel in r-;o 25. Ikccmller 199 1.

~avigalion Bridge VisibiJily.

Notice So.M ,1167 - Coraairers In Ships Not Designed orMod ified For The Purpo~ ; 1985.

136

1~6

160

I..ASIIlSG A:'\U SEClHW, G OF DECK CARGOES

"bal Is ... I)rt:l. (:argo ~1'lIe phrue "deck carg~$ " refer$ lo itcrm and/or commoditic:$ CTic:d on lhc wc..hct -dcdand/or hau:h covers of a ship and !he,eon e aposed 10 w n, wind, rain, snow. icc and sea. WItil... !he packaging mu!>! be fully reSill anl 10, Of 1hc commod ilic:1 thernsc l\'C1 not be dcnalurcdby, l uch eaposure . The iJllCmion is 10 rClain 1hc cargo on ded and to deliver it in soundst;>I 10 me port of destination. ll~ml of dec k cargo arc not aulOmalically at "\hil'pe'" r i.k ,and respon ~ib ilil y fo' load ing, Ilowing and secur ing . and any lubrequenl damage or losswhieb may ari -e docs 110\ aUlom,nically Iitan;;es llIeh recom"""oo.llions and lhe general inlCnltIlerevf arc carried Ihrough from lhe InlernationJJ L.o:cd U no: Rules . !he l>cp,artmcnt ofTrancr . freillhl Cllnt3incrs , h:u.:u-dous chemicals. toas.

launches. etc . When in ~c5l iiated fu ll~ . the causes of wth Io~ses fall imo the follow ingrandom cat

phOIO&r3phs of the entire opcrauon. These , at lea,', will be of great assistance to Lhe "CHerSirucrcst in the e>'cnL of related Iutu re lili&JLion .

Cnwral GuiMlintsII is intended thal this bookkt .. ill be found UKful on an intcmalional bas is. and whereilllCnlcy " 'ill be rderred 10 . In $OffiC iMIan

C....(.JT"oe;rnts Of t"riction - M~tal on St

from such resutu il folloW1 that the normal practice o f utili'ing timber dunnage and ofkeeping downwardleading lashings as snon and a1li&1I1 a1 J'Os~ihk! should be cnntin"l andencouraged. A near ven icalla-\hing i~ of great Iltnef'l in rei isting the cargo item's tendencyto lip; 3 near hor il0ntal la. hing "..ill greatly Tti i" slidin&forl;ti. There i. no .u""imtc forrommonloCnse and uperitoct . bUI guard against becominlJ bla~ . 00 not o\t rload lasllingterminals andlor . hackle., Think in terms of tile 'effeCti ve m en&th' o f a laslling - it."holding JIOI"'Cr . Balance the "slip-load" of an eye in a wire ... illllhe strengtlls o f a ~hackle .a bonle-sct"e\Io and a ellain , A lashing is no "moger than il1 "''Cake\! pan.

[)unna&e " Spread Th e l.o.adf\>intloadin& and uneven distr ibulion of e:u&o "''Ci,hl can. and frequently daM. causeunnecessary damage 10dccb and hadl cow. l 'nleu tile wcllller-c'en .reciall),

Mrtn~ncd . it is unl ikely 10 have a nu.~ imum permissible ",-eigl'llloading of l1'IOfe Ihan 310fll'teVm

' Similarly . unless ha m co\'Cn have been l{lecially "rengt/lencd. it is unl ikely they

"'ill have a nu..irnum perm iui"le ...'C ight-lNding of more thart 1.8 IOnllC"S lm' . The \.hip'scaradTy plan 3ndlor gc",,"ral arrangement plan \hoold ll"" ays be consulted. U IIle informarianiJ no! there. try the \.h ip' , subility booklet.. In the e\'elll thai S('t'cific "al....' are I'l

,"j

,

"

!'ig ,l.~

,

FieI,OJ

He I ,W

6

Fig \.05

\Vhen exceplionally hea,)' "''eights are 10 be carr ied, it may be necessary 10 shore-up lheweather-deck from bejo.... ; but, again, care mUSI be taken 10 spread the load on the 'tweended so as 001 10 overload thai plaling In the not so dense range of cargoes , units of 20 to40 tonnes ....eight are common lOday, and slacking of unil weights is .... idespread, If a pieceof machinery ....eighing, ~ay , 30 tcnncs with a base area of 601' is placed direct on theweather-deck the poinHoading .... ill be 3016 .. 5 10nnes/m '. If, however , the deck platinghas a maximu m perrmssible loading of2

'h lonneslm' then the minimum are a over which lhat3Dtonne load must ee spread is 3012.5 = 12m' . Good dunnage musl be used to spread theload t'ig.1.03 .

Again, it is not always prudent 10 weight the deck 10 its maximum perrrussible loading; someallowance should be made to err on the safe side given that heavy seas may be shipped onboard; so n is always good practice 10 add 5 % 10 the weighl 10 be loaded before working {Jutthe dunnage area , For the 3D-tonne weight, for instance , 31 'h lonnes would be used and thedunnage area would go from 12011 10 12.6011.

Dunnage timber is often no more than 6" x l " (150 x 25mml rough planking - Fig 1.04, hut",nere weighty cargo ilems are involved dunnage shnuld be atom 500101 (2- ) thickness and150rn rn (6") width; and it is perfectly aeceptahle 10 usc twn ord inary 250101 (\" ) dunn ageplanks nailed together secure ly 10 make-up the ihickncss . Fig. l 05. A dunnage ,,"'idth greaterthan 15001 01 is always acceplable 2251010 (9") 10 305n'm (12') , for instance ; bul where thethickness goes 10 750101 (3") care mUSI be taken to choose straight-grained timbers of as greata width as possible , and to ensure rhnrhey are laid with the grain horizontal and parallel wilhthe deck - Fig, 1,06. There have been incidents in uie past where what appeared 10 have beena soundlydunnaged and wellsecured item of deck cargo hroke adrifl and was Ion overboarddue 10 a sequence of events commencing with the collapse of 3 ' l 3" dunnage timbers alongthe curved grain used on its edge - f'ip ,1.07 and 1,08 - followed by consequential slackneHin otherwise adequat e lashing ar rangements. (()l1owed by increasingly accelerated cargomovement and Imajly breakage o f the la\h ings.

It is tecacse of the vagaries and random nature of grai n configuralions in the thicker dunnagetim~rs that the author prefer s 10 see thicknesses made-lip of planks nailed together . Asmentioned before, a 2" -thick dunnage timber can be made-up u\i ng l "thick planks, and a3"thick dunnage limber can be made-up using 2" and I "-thick limber planks, all securelynailed together , To a large degree, this will correct the tendency for separation in timberwith a badly-aligned grain. (See Fig ,1.09 , for irrnence.)

Given the same problem s, but with only hatch covers available to take the cargo, a verycarefully-constructed grating system would be required if the maximum permissib le loadingon the hatch covers was no mo re than 1.75 ronncs/rn", :-laturally , similar considerationsapply on 'tween deck plating and 'tween deck hatch covers, and ano 00 lank-lOp plating ,although, in the lalter insl.l nce , maximum permissible loading will be cons iderably greaterthan that allowed for weather-deck areas and hatch covers. Also remember that it will be a~important to in~tall good lower- level foot lashings as it will be to mstau downward- leadingla!hings if load-spreading dunnage is to remain fully ef fective.

~l ore on dunnage constru ction and hatch covers and the correct way to stow and secureContainers, for inMance , in later Chapters ,

7

ru.r.io

l ,

. :,,,,,

,

, ', r, I, I

'I

,,

,,

,.,

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' -----

,-,

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llip

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s-JI G,W:'....1'" "'p

RnUil1C rni",l~II i, AI)( the purpose of thi' book to de.1l ...ith ~ip ~abili!}' npects . sc far III lhol.e upernmay be avoided. H""'-ever . il i, wonh rcpealinl a few eSlabli~ed and re levant subil ;!}' faeu .for in$UllCe, the ro ll period o f a ~ip is the t ime wen 10 make one: comp1c:te Iransven eOKil1a1ion; thai is. from !he UPrilhl position 10~d inclil\illion. from ~arboardinclinalion back 10 upriCllt and throoCll1O port inclill3lion.!hena back to Uprilhl. u eece . if!he roll period is IS seconds W if !he roll 10 surboard is 10" and lhe ro ll lO port is II , !he1OUl 'YottP ... ithinlhe ISsecondrollperiod ...i ll be IO + 10+ 11 + II " 4~ - Fil . I . 1 0.

\\-"hen , ~ip roll' the u i, about ....... idllhe rolli'll takes place cannoll l el'll"f"al1y ~ acroraldydc:termincd . but it is aooepted u beinl near 10 the kmlitoolll.1l lIlis pus inC throuCh lhe ~ip'seewe of cravily. "The lime per iod of the ro ll is CeTlC'u lly inaependent of lhe roll anCIe .provio:led thlll the roll an&1e is IIOI lar&e . Thus . , vessel with, IS-second roll period will u keIS !iOCOnd1 10 male OTIC' f",11 lunsver r.e osc illation .......en the roll an&le (10 pen and 10l tarboard ) is anylhing fro m say 2 10 30". The r rus , from a cargo Jaslling viewpoint. lies inrealil ing that a ro ll angle 00 and a roll per iod of IS seconds involves a 'sweep" of no morethan It' . where a roll angle of 20" and a roll per iod of IS seconds involve, a ",weep" of BO"(len times the arc) in the saene l iltlt' , The font will be barely noticeahle ; the second willbeviolenl and ..... ill involve Iarl e acceleration stresses part icularly when rCiurning 10 the upright

A "Sl iff' ~ip is one wilh a lar&e GM (metaeentric heigh!); difficult to incline and retu rnsr"Pilily 10 the uprighl and beyond. loOO'lCtimes with ....... iplash ef fect. This im~s escesuveaceeleral ion Itresse s on car&o IashinJ ' . FiJ ' 1.11. A "tender' ~ip is one with a snu.ll GM,u sy 10 incline and rrtu.ms skno-Iy 10 lhe uprilhl , sometimes even 1luUi\hly - FiJ . I .12.AhhooJ II accelerafion ~resse s are 1mall !he inclined anJ k1. may amin 30". and !he simpleVavitalion.1l effects of well anJ1e1 and 110110' rtlUm s may impose equally e ecesstve Slrelseson carJo \uhincs , Searncn try 10avoid the e1lrCmes of eilhc1 condilion; and iI is wonh...tllleworkinJ 01\ lhc an umpion that . if deck cargo is lO renu.in ufdy in place durinJ adversewurhcr conditions. lhe lashinJ arran&emenu slloold be sufflcieOl 10 1U ~uin 30" roll mglesassoci.ated .....ilh 13!iOCOnd roll periods.

Th.c beam of a vesr.el, her GM , and her rollin& per iod are clole ly related . and a Tah le ofuseful appro1imale values may be found i" 8 . 0"'71 's Nautical Almanac (al page 7 lS in ute1992 edit ioo), For those ....110 may ..... is11 10 make !heir own acceplahle as~nmcnt l thefollo..... in& for mula is useful :"

T - ilK.....J .GM

...-lltre T - one: complete oscillation in seconds;K - n d ius of gyralion (...-lltn kl'lO\l.-n ).

h is seklom in day to-day pract ice thall the rad ius o f J yraion will be known. bearinJ in mindthall it var ies ....'ith every _ i&m taken lnlo and out of the ship; 10 an eas ier arpro l im.1lion isarr ived all by:-

,

>oct

GM =

where B = the ship's beam 10 OtJlside of hull ;C - a constant.

For ~es.\eLs up to 10m in k ngth the 1"10 inclining and rolling tests found Ihe best resultswere obtained when using C as

0 .8g where ship is empty or in ballast condition,0 .78 when all liqu ids on board amount 10 20 % of total deadweight.0 ,75 when all liqu ids on board amount to 10% of total deadweight.0.73 when all liquids on board amount to 5% of 100al deadweight .

Howt'vcr , rnr al l larger sh ips Lloyd 's Register of Shipping and the 1991 HMSO Code ofPractice for Roll-on/Roll-off SlIips u, ' C = 0.1 .

E~am [lles

a. A bulk carrier of length 142m and beam 21m has a fluid GM of 1,41m.What is the likely rolling period~

= 07 ,2 \v'1.41

= 12.4 seconds

b . A coaster of length 67m and beam 12m has a fluid G\l of 1.35m whcn in ballastcondition. What is the likely rolling per iod?

T =~ = G8S! 12 = c.jsecordsv'GM v'\.3S

c. An SD22-lype "tween decker of length 150m and beam 28m lias a rolli ng period of13 seconds. w hat is lIer appr oximate fluid GM?

GM ;~ ~ " "~,7 132" .. 2, 27md . A fully-l oaded sing le-hold coaster of 56m lengt/1 and beam I I m has a rollin g period

of 18 seconds when liquids make up 5% of deadweight. What is her approximatefluid G:\l?

GM = ~~" =~'" 1,89m10

II muSi be remembered that lhe foregoing are only appro~;tn;lt ion~ _ ~ e ve rthelen , if the fluidGM can be calcu lated accuratcly Irom ba~ic ~Iabilily data and usin& thc correct pr inciples,the abovc formul;le " 'ill provide an acceptable rollin&period Similarly. ir the rollin& periodin rcn on.1bly !;aIm weather condilions can be limed accuralC ly with a Slop-watch , the abo~eformulae .. ill provide an ~publc Ouid G~I ,

With rereeeece 10 the ICSlS and resullJ reported for vessels up 10 70m length . IMO also uys:-

'l, muR N 1IOl~ IhaI th, K'('~ri".,tllJ ,..." ., sht.,,,n thaI thr ' r JMIIJ of thr rol/IIIK t,Jl mrlhoJ tn ifI(Yr "-,in/l ty " U. tfjlJh/.. thr n rUl"rr 1M)' Uf'f"ouch GM valllrs oj O.20 m and hrM'....

For Ih.. joIl",.'int ' nLf

I" \1tl

Hoogovens analysed the data and concluded that the e"ce, ~i ve difference between theindicated angles was due first ly io the Iact that the bridge incliJ1(lmeler was situated at a veryhigh di,lance from the ship's celllre of roteuon typically about 22 metres - and additionallyto the very short roll period - typically 7 to 8 seco nds; two factors which did Ilot impingeupon the accurate res ponses of the gyroscopic heel indicator.

h " 1:1: ,. , . ~ ( , .. " ,,' th r ,ne h " " n ,r Ie '1 60~ Euu,ta t "' ''

--

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RANGING

The So. Spatial MovtmealS or a ShipAlonpide a Wharf and/or at Sea

} , ,, ,

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T\ ? ~ ..... _." - ".--~,- ,, .. ' ,, , ,

I " ?' , ,, ,, HEAVE PITCH

I ~-------, 1'- .j :,

:< )-,',' -c:::========- ,\-,

SWAY

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ISL"RGE

14

Rule-ofThumb For La.~hini: SlrrngthThe ~aman's rule -of-th umb for r.erurinlt cara:oes with a tendency to move durin~ the vOYilieis simply !hal the sum of the minimum breakina: loads of all the lashin&s ~Id be noIlessIhan twice the S\3I ic ....-eilht of the item of carao 10 be secu red . Th;u is. a single item of 10IOOnes weill'll requires the Iullin, s used 10 have a IouI break -load of nol less than 20 wnnes-on Ihf IUSUmpllon Ihat \he WIl ings are all lX'Iitioned in a bal:Jnced. emc~n1. and non abrasive IIWlOCr. Th is 111~ may be adequaae , Of" even too much. below dh - thoua:h nornecenarily 10 in all in5UnCeS but will it be a1 mcans Itt. (TOS.~ bracinJ al , idrs . nd " uk u,ine chainla' hin es fi u..d " ilh d l:l:in..~ws) to " ..... ....1 Ih.. car lt0. l"pn-illn."hfflt-d . "'hid..... from ,I illinr: ,... lil'l,inll . " "u ld be pro.id",d.

(ii) Wiler ", l,r a("{ ir Ol!Jl", " " vehid... h ll~ ill g lraf tn '" . pr i " l:~ the lot"l ,,!'ightcarried by I.. .. ' p,ing, ~holl l d " f I r:lll~ffrrt'd rr"," Ih f a~IM "n In deckjark.' .

(iii) Whm ('aren is f3 rrird on nf,id.... or t railf n it shou ld be if'C'll re lyattarh",d 10 the ch:l\,i~ of Ib", ~ ehklellraikr . 110.. mean~ of securine 11'1..(.31'1:0 . hould inrlude cr ....s tl rolcinc ;01 Ihe en",", In 1I

(h) Lw;hinits usd In 'r(ur , ca rlo or " , hides should haH ahr~kinc load of af ka.s l J tim... Iht d

Fil'_lJ

" " MI~" ." "I.,1t""~""1"",," " N 0/5YO"", ""

Fig. l . 13 illustrates how down-angled transverse and down-ani:led fore-and-aft lashinp canbe used to take account of all three aspects. Simply, a transverse down-angled lashing withan upper peak angle of 35 and a base angle of 55" will form the tr iangle of forces: 1.22. Iand 0.7 . Similar ly, a fore-and-aft down-angled lashing with an upper peak angle of 17 anda base angle of 73' will form the tri angle of forces: 1.04, I and 0 .3. Figs,I. 14. 1.15 and1.16 on the next page illustrate similar considerations for 45" angles. There is an awarenessthat some di fliculty was encountered with the arithmetical examp les given in the r,nt edition.Thi s was due (0 lack of adequate step 'by-step exposition of the text, a shortcoming whichhopefully is corrected hereunder . Th e basic practical concept i, thai th e real la' hingwh ich you use is more likely Iha n not to be th e- h, pote-n use- of a Iriangle.

In the instance of Fii,. 1.13 , if the holdina; power of the transve rse lashing - (a = 1.22) - is5.5 tc nnes , then its hcldl ng-down abil ity (b ) will be 5.5(1/1.22) equals 4 5 tcnrcs h i ahilityto resist transverse forces (c) will be 0 .1 (5.5 x 1/1.22) equals3.1 6 ton res - but only for thatspecific lashing angle. 1'0 other triana; le will give the same simple propontons. and the55'/35 triang le is here used merely for illustration purpo ses to show what a ver1 ical hold ofvalue 1 with a transverse hold of value 0.7 looks like for a specific lashing holding power .Its he lpfulness lies in the faet that if you can get your lashing angles to those approximatevalues then the appor1io nment of holding ability is easy without the use of tr igonometry.

In more general terms the vert ical holding -do,,"'O ahility of do,,"'Oward-ang1ed lash ings isrelated directly to the trigotlOmctricalsine of !he base angle, and the transverse holding abil ityof downward-angled lashings is related d irectly 10 the tr igonometrical cos ine of the baseangle , on the assu mption that the angle between vertical and horiwntal components 31 thedeck is 90". On the next page: -

Fig .1.l 7

Fig. l.1S

Fig. 1.19

The transverse lashing is fully tIor irontal. so the base angle is 0". Where thebase angle is 0' . the cosine is I and the sine is 0, so the full holding powerof the lashing is operating in the transverse hortzorual mode . with no hold ingpower in any other plane.

The transverse la-lhing ii , say. 30" to the hor ilontal. The cosine of 30" is0.87 and the sine of 30' is 0.5; so 87 % of the hold ing power of the lashingis operating to restrain transverse hor izontal movement and half of thelashing' s hold ing power will be operating to restrain vertical moverrera(And that is nol a COntradiction in terms.)

The transverse lashing is, say, 60' to the tIorirontal. The cosine o r ro' is 0 5and the sine of 60' is 0 81; !>O half the holding power of the lashing isoperating to restrain transverse horizontal movement and 87 % of the lashing'sholding power will then be operating to restrain vertical movement. (Again.!hat is not a connacrcucn in rerrns.)

Similar ly for lashings operating to restrain fore-and-aft movement . In the instance ofFig .1.13. if the holding power of the fore-and-aft lashing - (a = 1.(4) - is 5.5 tonne~, thenits holding-down abil ity (b) will be 5.5(1/ 1.(4) equals 5.3 tonncs: its ability to re~ist fnre-and-aft forces (c) will be 0.3 (5.5 x \1 1.(4) equals 1.59 tonnes - but only for that specific lashingangle. No other triangle will give the same simple propo rtions . and the n"/ 17' triangle ishere used mere ly for illustration purposes to show what a vertical hold of value

18

,'"

7c.:..J._ _ -.b.._ _ --l._~~

Fie, ] 16

Im io"J .

"

I with a hcrizontal hold of value 0 .3 look> like for a specific la,h ing holding power . nshe lpfulness lie', again , in lhe fac1 lhal if you can gel your la, hing angles 10 these approximalevalues lhen lhe apportionment of hold ing ability is easy withoul me u,e of lrigonomelry ,

Aga in , in mo~ general terms, the fore-and -aft holding ability of downward- angled la,h ing'is d irectly related to the lrigonomelrk al eos ine of the ba", ang le; "" thal Fig,. 1.17 , 1. 18 and1.19 on the OC.\l page apply equally 10 fore-and-aft reStrainb . and to the whole range ofangle, between 0" and 90". Figs. 1.20. J.2 1 and I 22 pro"ide ""~ more examples, any andall of wh ich may be applied to the arrangement , hown al Fig .1.13 fo r a regular -sh3flCd cargoItem.

On the a" umplion, for instance, thal the holding power of a lashing made up us ing bulldog-gr ips is 5 .5 Ion"", then, caku laled fo r e"ery 5" of base angle. a Table of values can beproduced as hereunder:-

ue se Angle Peak Angle La,hing lIo lding Vert ical Trans"'er, e andDegrees o"grees Power Restraint For e-and -Aft

To n"" , Tc nnes Restraint'ronrcs

. .

0 90 5 5 0 00 550s es 55 0.48 5. 48

' 0 80 5' 0.96' "

"75 55 1.42 5 .31

20 ro 5.5'"

5. 17

as 65 s.s 2. 32 4.98] 0 60 s.s 2.75 4.76J5 55 s.s 3. 15 4.50

">0 s.s 3.54 4.2 1

" "s.s 3 " 3.89

>0" " '"

3.54

55 3'"

450 3. 15

60 30 5.' 476 2.75es 25 5.5 4.98 2. 32m 20 5' s '7 18875

"' 5 5 .3 1 1.42

20

h l 1.I7

Fil _1.I9

.."

,,'

h l I .20,

."

."

Fil 1 22

"

From Table I , it can be >e

tach of "hi( h Ir n d s a l a s l'"'d d iclaled by iu pertod. Con\i,kring the ~ uy s;m plt easeof . va " ilb only 1" 0 "'a ~ t

he ~uddenl)' and randomly increased ...-here sWI; Il wa,-es are also prelo.~__(.""......, -. ... --'" '-' _.._..... ..._ ..

Y , , , .... ...., _"..' d .b,o11 " .", .... ..._ ... _ _,.- ... _ ........- -. _...-,_ ...

j . -n' "1 lft- , _"-, _"""'._............ .......................' b ~_ ~-. "- ~ -.'...."."-'" , ...

., ., ~, . ; . . It ,.k " " ,. , ..." , "",. '''''"". '''", .., ' ," "'n nO ' " , .'''''P'' ,"m,.I". ,,," ""' , '0 '" '" " . "" .,......1",

., 11 I" '" .." h._."" ".., ,." ."" uh,,,. ,~. " , . " ' , ~bln. " m_ ,,. , ,..,_ .. ,...

. .... ' of ". ...... _ , ' .. _ b ........-. ...., ........,,.. -.."",.,

.~-,.., . , ,, . I . ..._h . _ -.....

.............. ... ...... . .- w_

"' _ .... _".. ...... .. , 0

CHAPTER 2

All sius and urenclhs of matuuls liSkd her ein arc: ci.en in CoOO faith u beingrerre!llenutive of !he manufactur ers ' dJU available; Ol;CMional slicht nalional var iations areunlikely 10 be of a.herse significance . Also. the recomme ndation s given in this chapterexclude cOIl~ ; dcrat io n of t imber de, 1!: cargoes . conl.1 ir.er~ and so- re vessels excer' wherenIClltioned in passing .

WirH - Sizes and Su-engthsFor e fncienl LuIlinC purpose s .... ire ropes 5hou1d be roced-strand. flu iblt . and flO( so crealin diameter ali 10 m.Jb their use cumbersome. The most common of such leneral purposewires is l6mm diamete r (2" cin:um feren(X) of 6 -l 12 connrudion calvaniKd rovnd-str.lndwith fi~ core haVillC a cenifiCJled minimum brukinc load of 7.75 ronnef ( tofInes f","a).This is usually termed !he "nominal bru t ing load (S BL), ...fJidl ~ans the for a aI ..nidiII hu been cakulat t'd the wire will tweak on the !heoreti , a! lIasis o f in ll\;llt'riab ,construction, and siu , The actual breaking load" can only be found by physically tt'S1 ingthe wire 10 destruct ion; in new wire that value is almost al...'ays lTeater man the "eommal"(NRL) value . Almough it is common pral;\ice 10 speal. and ", r;te nfhreaking load$ in termsof tonnes weight. they should more correctly be re ferred to as ronnes fnrce " or !onncf. forihort - and me correct "Ionr.ef' will be used from here onwards

Inexpensive wire for its size, 16mm ...."ll lUm cu ily arou nd mimbles and lashinC points . canbe l{Il iced or bu lkloC -C'ippW without difficu lty . and Ooes not~ome t iresome ro use. Panof 1he reilU lb of tests undertalen by !he Health &. Safety Eleculh e Resarch L1hof"at","ies.and completed in ~l arch 1991 , indicr.ed th"' so far a. bu1klol"sr ips are concerned ....-ire-cored ropes c ave better resu!n than those constructed ....jm libre ceres: ordi nary by ropescave better results than Lang's lay ropes: and nonsa!vani\.Cd wire rope s gave better resultsthan sal' "anisc(J ropes , (See Addendum 2 : L.E.E,A, Bullet in. December 19Q 1,J (lilller wire sof dil"ferent construction and of varying stecs or slrengths may. however . be necessary forparticular la.lhing purposes: but throuchoui the examples given in mis bool only standardmar;r.e gatvanised fibre-cored flexible steel wire ropes are considered. and ttle followingTable 2 prov ides SlIme limited dlara.."1er i~ics

The NBL's Civen in Table 2 are cenerally the kroo."e'Si ,aloes for tile f)'pcs of rope specified,Where special conslru ;:tionlspecial $Ice ls arc: employed . tile manufacturers ' literature shouldbe consulted. Table 2 i!lustral' " the b ct that . site fOf size. tile 6 l 19 OOf\Slruetion provideslht cre.atest I'DL. In use shoold be encouraged del{lite the faa Ih:H it is more expem ivethan. and not qoire as flexible as, me more commonly used (, x 12 construetion. Hg s.2.0l .2.02 and 2.03 show the cc nsrructions. The measurement of wire sile must be made carefullyusing a camper. The correct diameter is found in the circle " hk h encloses all the strandsof me rope, as shown in Fig.2 ~ . i.e . the greatest diameter .

TABLE 2 - Galvanised fl n ible St",1 \\'i~e Ropes - .'luminal B~eaking: Loads

Diameter Construction Approx We i ~ht Nominal Breaking(mm) Strands ~ Wires kg/100m Load - Tonner

a 6 l 12 16 1.94a 6 x 19 21 2.85a 6 ~ 24 20 2.6012 6 x 12 36 4.3512 6 ~ 19 46 6.4212 6 ~ 24 4l 5.8516 6 ~ 12 .. 7.7516 6 ~ 19 87 !l.4016 6 ~ 24 79 10.40IS 6 ~ 12 80 9 .80IS 6 ~ 19 I II 14.40IS 6 l 24 100 13 .1020 6 ~ 12 100 12.1020 6 ~ 19 "6 17,8020 6 l 24 124 16,2022 6 ~ 12 120 1' 6022 6 ~ 19 16' 216022 6 d ol 15O 19 70

In the 16mm size . for instance. the 6 x 19 is 47 '10 stron~er than the 6 ~ 12. In nrre. fatourand bulldog'a rips n costs the same to r i~ a 6 x 19 lashing as it does to r ig a 6 . 12. andlabour costs and time tend to be the largeM items of expenditure in a lashing job. In manyinstances. the use of 6 x 19 wire in place of 6 . 12 wire will reduce lhe numher of lashingsrequired by as much as one-third: l.e. Slashings instead of 12, for instance. where a 20-tonneitem is involved . Ilearina in mind the realities of supplying ships with lashing wire .however, it is almost certain that the cheapest 16mm of 6 . 12 (7.75 lonnef :-.I IIL) will bemOSI frequently used. except in pre-planned cireumstallCCS where alternative wire sile s maybe specified. That having been said. 18mm of 6 x 24 (13.20 tonnd I'RL) is not uncommonand due consideration is gi.'en to that site of wire later herein. although illustrativecalculations will mostly be restricted to 16mm wire of 6 x 12 conitruClion ,

StretchThe stretch or extension in length o f a wire rope under load consists of

a, Permanent cons tr uctional streich . which is due to the scuting and compacting ofth ewires in the strands. scntmg-In of the strands themselves. and the COmpres\ion of thecentral core, This stretch is not recoverable - it remains: and most of it occurs duringthe early part of the rope'~ wo rking lik For new wire ropes the permanent

26

Fi11 .01 ~. I ~"~ T....' Fe

f il 1 0~ ~ . I ~II~"'''-."Fe

*,~ ,..: ;.. ",Fi,103 ~. :~fll ,." r... , ' r rC~I _ _

Do' -~ '.t, ', '~.G ;: ':' ", \

1-1, ,1 04 r ....;e' _ A. oJ '"' . .... ~ ,...........,.~~_ '" . , ... " Y'"

l ncuilinl

l 'nTnclill l

construClional stretch . within acceptable limits expre~sed as a percentage of the rope Ienglhwwu load , will be

e -strand ropes - fibre core - 050% under lighl load to I 00 % under heavy load.6 -srrar d ropes - steel core - 0.25 % under light load 10 0.50 % under heavy load.

(Note: W ire rope s uf different construction. say 8-s1rand with fibre core , will achieve0 .75 % 10 1.00 % permanent stretch under load.)

b . .:Ia.~t i c slretch . which is the ability of t he individual wires to elongate under load due10 the elastic propen ies. Providing the rope is not subjected 10 loads be)'ond itselastic limi!, lhe rupe will return to ns original leng th after remo,'al of the load -original. ear is. from whatever poinl in permanent snctch had been attained earlier .The formu la for calculating the elastic stre tch requi res the knowledge of four aspects .namely: tbe load On tbe rope. the working length nf the rope , the cross-sectional areaof the rope, and ill modulus of d asticity.

Elastic stretch in mill = WLAE

w here W is the load on the rope in kgfL is the length of the rope under load in nunA is tile metallic cro's-, e, li" nal area of the rope in 111m'E is the modulus of d a'ti cit), o f the rope in kgf!mm'

(SO URCE,II.ER. G,,~I',)

By plouing the results of a represenlat ive numher of calculations a quick approximaterule-of-thumb can be devi, ed. a.> follows:

For 16mm dill_ ..in r"pe - Ela, lic stretch under load expre"ed a, a per cenlage " fthe length of the wire under I"ad.

CO II.II r ,, ~' ion

6 ~ l2 ""II x 19 '=ll x 24 ""

Load (ill tOllllefj/(,Lo ad (in tOllnef)11OLo ad (in tonnef)/8 =

% stretch% wetch% stretch

EX:lIn l'ks: wnar will be the approxima te elastic stretch of a) 16mm (6 ~ l2 ) wireunder a 2 lonncf load; b) 16mm wire (6 x 19) under a 10 ronncfload :c) 16mm wire (6 ~ 24 ) under a 7 tenner load?

a = 2/6h. = 10/ 10c = 7/8

= 0,3% elastic , lret,h1.0 % erasuc stretch0875% ciasuc stretch

28

r .... IlIm .. di;Jo . .. in ~opr - El3Slie Welch under load expressed u .I percel'll.a,:e oflhe lenltlh of !he ..'ire un

!'ig.2.07

a C)

'If i

~

. , -FI, .on

( 'It.a.. M"~ "~R I., ,... -J,"".I/uu ,~. ,."~,

.10

Cha insllIC' IlloC of d l"in "lone Ior jhe Sllring of gener.al ded ca' l oe, i, nol ...ide!.p'ead. Whe rechain laslling' are used lIley lend 10 be , "pplied in r.nher predloC \englll, already fined ...illlIeTminal points and liglllenini dev ice.. 11Ie adva.nlage of ll, inC chain re, ides. in _circulnSWKe in the fact Ihal. . linde, lIle 1l(l, ma1 !ldl for ...h ieh it i. de.iCned . it will nolSlrt'leta Thll' . if all ch"in 1".h inC' are ld ,iJllt bd e 1I'le voya,e and !he carCo neilherKIlle. nor mo.-n. \tIere il no normal!ld ,nl cirw mll:lllCe ...'hieh "'111 c~se ce cll"in 10 loseill laUlneu Hera. iU ""idespread use in !he sea n ine of f,eilhe COOlainen and vehiclelraiJer1" In leneral. ho>o.'CI-eT . chain r"f non--'lPCCiflC 111M 1efId. 10 be a""\"''2I"d 10 handle.tirnome 10 , il . d iffICU lt 10CUI 10 Icnl lll. and it doe. nol ,ende, eaily. For le,,"al f'Ill'flOSt"it is used mosl effCCli. d y in rel.1l ively $hon lengths in conju tlClKHl ....ith. and as r art of,lashinll~...... ;se compoled of ...ire or wd>binl. f-lcs.2.07. 2.08 , 2 09 and 2. 10 J""CIvjdeIOIIIe illullr .1lion, of chJin, . T~\e . r.i ~1 some d:da relevant to !he Itrenr.thl and , ilellikely 10 be: mel willl for d\ carla lashinr. purpose, if chain ""as 10 be u.cd

IAJ:t1 I;;. i ( 'hain Sl ren ~ l h. - Grade 110

l>ia, nf liar Ireak-Load ProofLoad SWI.Forming Link Link Tyre 'rcneer Tonee f r cneer

'"= "'", ' .0 6 0 3.0,,~ I..onl 15,0 10 0 '013~

"""20.0 1 ~ _ 0 10

,-""'"

128" "B rrvn

'''''''M. O u c 10

,-'''''''

32.0 , I< 10,1Thul . chain hal i) a !>real -load. ii) a r ,oof load. ......ich i. lw'O thi, dl of~ l>reJ l load : andiiil LI fe WOf l inlload {SWll. ......kh i. nne-half of the rroof k~ , "

n J .2. II

..-..,. """"~, ~,.. ""-I---:,....~--' ... _,"",

Fi 2 12 0..., -,11,

TO HEI l':ASE

Pull ....""... pawl l~I, ,

, I' ,- .." \"..,01_

1

J!"b

W~bbing Stil1~The use of "'ebbing slings and ",,,bbing lashings for cargo securing purposes has been,t"lllily increasing over the past yean Operational results differ widely: there are peaplewho would use nothing else; there are others ",ho will not usc webbing under anycircumstances , The objective technic.,] meril of this material lies between those twoextremes: there are insUUlces where ",'ebbing is ideal for securing decl cargoes; there areother instances where it should be avoided at all CO ltS,

Special large-bore pipes made of reinforced plastic and/or provided with coraacr-seesaiveouter coatings, and bronze propeller s. for insunce, make webbing an ideal $Ccuring medium.for it, relalively broad n31 .urfaces and reduced cutting nature allow it 10 be turned aroundand tightened againsl the pipes with short spans to produce a most acceptable stowage. Onthe other hand. large crated heavy items andlor hi&h-standing heavy machinery , whererelati,e1y long span, may be in\'ol,ed, require wire or chain lashings because sufficientunsupponed tension weight i, diffIcult to apply with ""ebbi ng alone ,

Webbing, in genera l, is manufactured from impregnated ",oven polyester fibre, and thereforehas 'tretch characrer tsucs much greater than wire rope It is supplied in reels and may beeasily Cut and fashioned 10 any required length. For cargo lashing pur!", sc, it come, inoominal breal ing loads of from 3 tonnef to 12 tonnef; the webbing Is generally colour-codedar.d, additionally, carr ie' a thread identification ' ystem. For in; tallCl: , orange-colouredwebbing may carry 2, 3. 4. 6. etc black threads running through the length of the "'''bbingon each side; indicative of 2 tonnef , J tonnef , 4 tonnef, and 6 tonnef breaking loads,respecnvety. W~hbin g should nol br u ,~d " ilhnul d ear ly ronfirtnin,l it\ nal u r~, brrakinck'ad, and a pplir" bility - all rrorll the mallufarlu rr r s' literalu r~ . (Sec colour Plate B atthe end of this Chapter.) Webbing is frequently used in conjunction with , anti as pan or.lashings formed of chain and , Ie" commonly, of wire. Figs,2, 11 and 2. 12 on the next pageshow ratchet hand lensio",," used with chain , Fig,2 ,13 shows the method of tensioning andreleasing a ratchet hand tensioner on webbing

Some time prior to the publication of the f", t edition, the "'Tiler, in arrangement with theUnited Arah ShippinC Company , carried OUt a number of test' on wehbing and tensione.. atI manufacturer 's premise. on Mcrseystdc. thc aggregate results of wbich an: indicatedbeiow..

i) Under relatively low and relatively hig!l acceleration loading. a single run of newwebbing , witOOul a ratchet or tensioner but with a machine-stitched loor in each coo,will fracture at loads in excess of the manufacturers ' marleted breaking load

ii) Similarly, a continuous loop, with machine-st itched oonneetions, will fracture at load~in n c"" or t " i~", the manufacturers' marketed breaking load,

iii) Ratchet hand tensioners of lOOOOlb (4,536 ionnes) nominal breakmg load failed atlOJlh minimally in excess of such values but g~nerally al loads below 5 tonnea.

Iv) Ratchet spanner tensioners of the heavyduty type and 15.tor ecr oominal breakingload were not tested. It is assumed that such renstoncrs, and the 7 'h tonnf breakload ....ilbbing with which they are associated. will perfo rm at values 001 less thanthe manufacturers' marketed break-load"

JJ

vI When a loop. CIt bigh!: . or wd>binl is uwd w ilh a ralchet: Iland ,,",sionl'r in the loopor biaN. a fai~ of !he webbinl the rald1

M~erial Di4l lCirc. BreakI..oad 5WLFibre nunlilu. Tonnd T_.

M;anil.l , o .s- 0.'"

16 2 2.03 0.:4

20 I" 3.25 0 ,54

") .1.57 0 ,76

S i'al 8 , 0,48 0.08 16 2 ,8{) 0.30 20 ,. a.a 0,47

")

'0' 068J'oIyprop' 8 , 0 % 0 . 16

16 , '50 0'" 20 2 '... " 0 001

") r.so 1.26I\ll~e>ter 8 , 1,02 0. 11

16 1 4, to 0.70

10 2" 6.30 1.05

") 910 LSIN~ lon 8 ,

' "01)

16 a H ' 0.01 20 2" ..,

''''

") 11.00 2 00

'\;) k.... Illa id 8 , 1 45 0.24 16 1 >50 0 01

'0 2'h 9.00 1.50

", 12,7 210

"

T ARLE :;8 . Rrtak.Load ~ in k~ 19.81k N _ 1 lonnl'"O

N~. Poly- I'oly- ,,,,,. Braid-...

"'-N ylon "~ ..,... ".",... Ma",a. .... ,. Tho52

' I ..'"

...

'" "": 411 ill 76-1' . -

-ez

--

- - - - -

'"" "" '"

) i'9 on'"

::!S2 ~826 ,..-

M - - - - - - - w,- '"

-

- - - - --

1 0 10,"

..,"" '"

574'"

no ,...-

'".. r oso ..,

-

"" '" '"I }S_l

-u .. I 2;1(} ,....-

w""

' N I b.1l! -u

"I S IO I 2 ,10

-

,.. ,..'"

I 912-

",~

" ""10)

-

""AA' ." 2215 -.. nz

""" ,""-

I ) :!O'"

-oe 2 b18-

" "" ,"", ..o

- I S:!O." ". 2 99 1 -

" '" "'" " "-

" '",....

'"llJ4

-

" '", 00' , en

- 19W I 180 r oo-

-

-

'"-

- - -

, no , oro- -u ,..

" '"1

Fil ,2 ,14

To.,v_~~ ,_ ~t.

~ -"'_...~

-

To ,... Ia.''',n. , """"' ' ( fr"p,.m .

!'Oylon f,bre abwrbs between 8 '5 and 9'5 of "'aler ; the c veean enee. ....hen unde r load . is10 reduce its dfea:i .'e .Irenlth by abou l 15 '5 . I"rem;dure b ilure o f nylon rope occurs unde rhmiled cyclic Io.1dml up 10 70'1 o f its errecove S1renlth ,"""rd ore , nylon rope is notrecommended for dk c....Jo occurinJ purposes

" ....IS WuLeninJ of hbre Rare'All the: joiNinJ :and iltxhmeru Lnun Ir;odIl"'nJ.II~ u.....l for lUluriJ f,bres rn:Iy be emplo)'ed,."lh ITWI-~ fibre COI'da,:e Ua ....".er. II mu'" be borne in mnxl that ...,th polyteth) lene.:and 10 some Ulelll , pol~pfl)p)lene.knulS Cill .hp under Ioad:and!he use of 'SWf'PC1' kJ"OJU 'is ahocatcd SIKh ~Jil'l'age is due 10 the .... ;U) l\;lIurc of !he rorda,:e polymer. and nllC 10!herope ronSiruClion e"'f'loycd

Similarly, koon . once lied and Iooded. Me frequenlly difficull. if not imposs ib le , 10 umieThis d,ffio;ully arises from the "~lcnsion of thc: rordale under load ...fl ich Iocki the knol oncelhe load is rem,,,'cd. and is quit. different in me.:hamsm from the . ...."Uing o f the natu ralfibre....hen ...el ",'hich I'rodu~s a similar etfe

.\7

It must he reansed that both knoll ing and splicing ....-caken cordage by an amount dependenton the termination chosen. Howe ver , a rope conlai ning both knots and splices, or asuccess ion of differrent knots, will not be weakened cumulatively as a result . II will beweakened by the amount caused by the least efficient knot or splice used. For example , anylon rope containing an eye-splice and a bow-line will IIOt be weakened by 19 + 42 '" 61%(the values o f per centage strength loss shown in Table 6, below), but instead it WQuld beexpected to lose 42% - the effect of the least efficien tterminalion.

Table 6 she....-s the effect of commonly -encountered knots on the strength of ropes of thevarious fibres. The rescus have been established from numerous test s on new ropes in thesize range 6 - 14mm diameter. Some reduction in these values might be expected from ropeslarger in circu mference or in a worn condition and accordingly the information must beregarded as be ing of an advisory nature.

Uudt'r no cir r omsta nl't'S should kn ots be perm illed in items of lininl equipme nt such asrope slings,

TABL E 6 - Knot f.fficienC) of Cnrdal(c

Pol)'propyleneMaler ial Nylon Polyester Fibrefilrn Slaple Sisal

Reef Knot 37" "

43 53Overhand Knot

" " "J9 5"

Bow-Line 58 se" '"

63Shce! Bend 53

" " "so

Double Shee t Bend"

o 54"

soClove Hitch

" "65 5\ 8\

Eye-Splice .\ 89 86 86 90Timber Hitch

"65 6 \

" "Double Figure-of-Eight"

~ot Tested NOt Te' ted

The figures in the vert ical columns represent percentage of NBL remaini ng . Hence, 10 fllldpercentage we akening subtract the rele'ant number from 100. For Instance: by how muchis a sisal rope weakened by using a r~f knot? Answer: 100 - 53 s 47% :-IBL reduction

Composih'sCoroposne rope - trequeraly referred to as "Jashlng rope " - is made up of wire fibres andsisal or polypropylene fibres intcrv..oven , gi"ing to the flexibil ity of sisal and polypropylenesome of the strength of steel, Ir is most frequently supplied in coils of 10mm dia. rope, Thebreaking load shou ld be considered as about 0.8 ronnes for sisal-based, and 1,8 tonnes forpo ly propy lene -b~d , compoli!e ropes . Use it " ilh ca ution a nd wilh those slrenglb ' aloe:sin min d ,

38

Sh3l"kles and Tnrnh" cklesShackles come in several shapes. sizes, and srren&tla of material. The IWO shape. moSlcommonly user for general cargo lashing purposes are the n -shackle and the bow-shackle each wilh eyed screw-pin. Fl&s.2.16 and 2.17, lO&elller with Tables 7A, 78. 7C and 70.give ",me of the dala relalin&to suell shackle"

,,

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oj ' 6 2es ' 711 j , "'

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1) 19)" I 1199 229

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I" S8I ) C119 30

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, c'0 "" .I ' I .II I S

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" "'" 0

;;g l~~~~ 1~O 0 \.0 80,-,- -,- I' 66 0< i!

U ; 7 8 - Larll:~ I)..Sh .,kkoi .W .L.

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TABLE 7C - Small "".. -St.a.....I....

, w, 0_....

'::=: ";-1 - - - - -- o -::- , .. , " .. , ".. ... , .. ,"

, .. ," "

, ... 0 "

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- I ,~ -.... W.. " .. .. .. ". '0; "'" .. 20" .. .. .. ., m " ." .., m" " . .. .. .. .. ., m , on It m..~ -- .. " .. " on .. ... .. o .. I" .. " .. ... ".- ~ .. .. .. .. " on -'~~ .', . - - -- .~ .. 0" " m .. - ... on .. o~ I ,, ' " ", " i -I " , 11 I ., m m .. ... ...

-

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.."-- .._-...-

From the fMegoing . il can he 'leen th31. l i ~e a chain. a shadk h... ',1f,' "" or~i n ~ h ,d "hi,his half of thc proof-load (The rmal break-load is II kcly 10 be thru time, the S\\' l .. ~Llt thnc" 'i11 ha.c been major dcfurmaci.on of tile ,),ackSc', ,Iructure I>ct",C

TAHLE 8,:\ Boutc-Scr ews - Closed-Pod}' - Sizes lind t\'frll,ef Strenl:lh s

B A C Proof-Load SWL

mm mm Closed"""

Tcnncf 'ronnes

16 229 368 565 1.52 0,7619 229 394 584 2.29 1,1522 385 470 730 3.31 1.6625 356 546 .51 02 2.1629 356 546 .51 5.59 2.8031 381 61111 91. 7.63 H238 406

'"987 10.42 5.21

Il can be seen that bottje-screws, like shackles. have a safe working load which. generally,is half the proofload. And again the brea kload is likely to be about three times the SWL.

Screw-alae for screw-sue. some open-,ided rigging-screws and skeleton strain ing-screws mayhave lowcr strengths than solid bonte-screws. However. recent rests on "hamhurger- typeturnhuc k1cs indicated strengths at kast as good as _ if not better than - those in Tahle RA,,,'hen the diameter of the threaded bar is the govcrn ing factor. Generally speaking, a well-madc hamburger turnbuc kle with 2Smm diameter screws will only start to deform at loadsin excess of 12 tonnes, r\evertheless , the suppliers/manufacturers should be a, ked to providethe relevant tested and certi ficated proof-loads. as for Table SD, hereunder,

Also , there are types of special-purpose turnbuc kles with special till;ng~ and modif,cations(such as in the container trade. for instance) with much greater strengths than those giwnaoo\'e. Again , the manufacturers' literature should be consulted if such equipment is to bebrought into use.

T AD LE 80 - 1I11111 burgcr Turnbul'l

dj .. rI:"'" ~-_.-

. ., "_T -f It: ~ ..... I .. ~_ ""'-"0

. U .~ " on t"

Fig,:!. 19

-"

. ,

H." ,...

P",_T~n~innThe qun lion of pre-tension i~ one ari ~ i ng in deck cargo lashin, considerations. During lemeffected by !he author prior 10 the pr intin, of the fi r~l e:I , 1lle larger the screw diameler and the larger the thre3d. lh hi,hc-r the len)ionachieved.

b . With screw di""",ccr of between 22mm and 30mm m:uimum leMion achieved '"a12'n tonnes: sen led hack to 2 lonlit'. arter several minUle.

c. Wilh screw diameter or between 17mm and 19mm maximum tension wa.. 1.1 110",>0: 5: settled hack 10 I..B tnnllt" ane r ,~vCla l minule.

d . Wlin e man} !;l,hi" l:.' are I...i,, ' r l u p. h nd pnd prm fal '!:ue ' el in lI"id ,I) ; il..ould Ih.......rore hf' u n, afe to "-,, ume 110 31 Ilre-Ien, ion, io t"\(T" ",or \;in, bao;Lunckr load during the course of the "oyag.:. beClll loe it r1Uy IIOt prove IlOs~ihle I" chedand/or re 'knsinn below-d~k Lnhio,' once 1;111 0 loading has completed and ha..:ltes an:secured .

Wilh deck-carlO ",-ire laUlinls . bowever. ..here inspeaion and re-tiJhten inl of the securingarT:ullemeTlls i, a daily retlUiremeTll . the lod inl and/or storPinl b3ck o f the turl\tlucl les.bon le-screws . and similar. may prove to be a burd.:ruome and immensely time-ron1lJ minghindrance in imtances ",here I hundred or mere Luhinl 1 demand m ention in hea"y " 'ratherconditions.

Sri r . \ trnings I nd Cr ibb"cinCAI rellWked in Chapler I , if i1rms of ded carl o could be boiled or we lded 10 lllr deck inthe IR3flner adopted for ~rlTWIenl ded fin inl l ind INCh inery !here wou ld be lillierequirrmc.. for b loh inl S o f .... ire ind chiin ; ind in inSURCCI o f rook...d. I....Ce. ind lIri")'arlO i!r1T\1 ...hcre Whin, f", ilitiC's Olre limilrd or iniwtopriale, 1(lfT"IC l.~rmJli~ and 'lrmi pnmanc" 1.IT....' cmcnts mJ.Y be TIC'1nr}' Collrctivdy. such UTIn,rmcnu arc kIIo'.m ;as'lri f~ninp. ind they IN)' be ronU'UCled from any one or rnl'>fe \leel 'CCiion IYl't1 and""lIf'C1 - 1llr object il 10 fa~n dcw.1I IrCUrely liiinSil rollin, and f'itdlinll Sil rr l 1C1

Tikc , for in, una:... I",e lanicc-r,.'i'C CU M jib Fil '! _'! ~ . ...h ich ei n 001)' reiCC(lm modatrd on the for eCaSlle of e.lended 1)'i'C which car ricS lhc we;uher -oecr haH:h.... l)' sfor the 001,1 ar'ld 2 opi'Cr 'lwee n dec k! . Fi, ,2,26 ,

. I

Fi, 2,26

U m rted ...-i re bslt in, po inlS are insoffJcie... 100 'lrl. fMlenin" ... ill bc ,,'Cd. ll>Jether ""McriNlinc (or criNl

/I -.. ~"[J..J ,.. J,., I

h g 2.27

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/

en"""., ,,(".~. Jo., ./, ,..,H "",-, .. ...INi h. J fi t

II.d anale bar. nal Slee l platc:. Sled ,irderJ of 'T ' !IeCl ion and bo. !IeClion. all of ....hat. v. rsiles are wnv.n;'nf and avail3ble. T imber uloed is normally \econdhand rail lleerers orileaV)' Milks of 12 12 pine (305 JOSmml. toaether ....ith smiller sized limber to lakeup !he Il3rTtI'\Oo'l'r ~s Apart from _ Ided acu.chmenfs. firm OOtIneC'lions are nude usin,rqbolU through limberlO--timbcr. and r'"l -bolts through ar\J1e-bM 10 lirrber . Tin'lher-Icr dunnag.e used den,ely .....tIe.. Ihe jib crosSeS the haleh cove.. ' fore-alld-aftlenglh .

When all cribhagina: and h:dch cover dunn3j.ina are complete and levelled along a lia hl .i,hl-line the: jib can l>c Io.adcd alld landed car.fu lly inlO its \e

Fig 2.31

1-j"'''-_11 ~'h'' pack'"K "' ,,",',," fl"'l'/a"Jc,a"~ ,,.,,~cr""

F i r~ and E~p l, ,,i,,n Hazanl~[k fafe any welding is effected on hoard the ves~t it is of the utmOSl importance 10 olliaina ' hOI wor~ certificate from !he portlharbour authority. [)() :"OT ~r:GLFCT T illSItt'l .E!

Make sure that the porr/harbour authorities are in p",im where we lding i, bdng effected. Do nOI allow Iwo areas ofwelding if only one area can he protected by !he asbestos sheet below.

Rig fire h",es on deck. with adjustable spray-jet nozzles. and with full water pres sure on thedeck fire-line

On cnmplcnon of all "hot v.l1rk". maima in a watchman in the space below for at lcusr fourhours thereafter , A ship' ,; nfficcr should be directed to effect a thorough e~aminal inn in Ihe'paces below before those spaces are closed and/or battened-down.

IF I~ OO LTBT - DO~ 'T W EI.D ~

If any reader considers the foregoing ru les to be unrealistic , the auth"r will he pleased toprovide details of instances where hy-pa"ing such common.sense req Ll i r~me rl l\ ha, fe ,,, ltedin catastrophic ship-board fifes on the llne hand. and cataslm phic e~r'mi"n\ and loss of lifeon the other'

.. _-----.,.--

- ..- .. ....... -_ .

.- .--

...... - .....

Y'{l-.', ..... ..oM.I..~"~ ,,....~,/.6'"...... ,\'1

r

~ .."

I 'falr C

"'Jtoro- _., '" ~'",. _. '" _'11. . . ..." _ "'" ....... of.. ",.-1-1...' '" _.-"""' ..., ......~ _ ....... f>Jh,-,"'owInI __.,/I,.,., f

aq..., .-. ."""" _aMO0/ ,..._

T.,.... "" "",....hh"I4, I/o" ,,,.......w,..hn

O IAP'TER 3

f:)"" - Spl ic~1 and Grip1In .orne in11anu1 la.hin& wires are lupplied pre-cut 10 len&lh and wilh eye v and/oranachme nt devices already formed in one or both endl (m Fig,J ,OI , for in,'ance ) Suchpurpose-made ilem s are 1I.ualty .old wi!h ccrtif,c:l1es su ting the lest-load and nominal break-load appl icable , For gene ral lashin&: purposes _the wire is usually supplied in coits and muSIbe cut 10 Ien&ID abjea .Eml'i rieal It!olS ITI3de sewnl year. 110 by the author - O' "tI" I u n&:e of " ireand,r ipron(;eurations indk ated thai the perfeCl eye arou nd I thimble. made' I nd tested under perfeclcnnditions , .... iIl hold at 90~ to lOO~ of the nominat break-load of u ie ...ire before stippingand/or fracturin& On the r nher hand . depaMurn from the ideal .... itt result in . Iippage atmuch reduced load.

In the fi~ edition . plates i to i ....ere used to illustrate nine wt'OII& ..ay. to mal e-up abulldoe -,llf'J'ed eye . Those ptales are reproduced ill Illis edifiotl . .. l\h di rrerenl number i",IIId u tended caplions - and comprise len than half of a bach of~ eye. in .... ich nl>ne "'tfemade-up COfTe(IIy. A l i" in, forcnun ", as provided ..1tli deta iled drawin&s of how a car,owallO be 1tWed , secured. and laoJled . togethe r ",ith .ketctles illulll atine clear ly the correctway 10 use t>u lldo&gripl . T\VO hours laler he and his men had prepared the fir. t batch ofwires involving 20 tlulldo&-&ripped eyea, none of ...tl ich co nformed 10 lhe sketches , Askedto uptain, the fo reman . aid he ....as rOlll& by the seamanship boo kl and alway. d id it thaiwly . ...." id l ..'ay? ~h of 20 eye. " 'Cle wron&ly made-up. and eloCh ..'as " TOn&ty ~-upin a dirrereN manner; none we re in lone ...'ID any seamansh ip boo k' (~ Fi&s .J .IO 10 ).\ 8 .)

Fig 30 1

(~):::;;:

rn.r.m l1u ".,,_,r of "II "",ld,; ,...., non.rrwrchinR R,il'_' ul'plird ill "pl"",ilrdirution., 11M lire "ut nul opcnlng up, Thi,l' ew ...iII ,I'llp ," 1",,11., "fO..INHt ",nne (II Ir-,-,.

Fig,) ,11 n", grip". "n'-~, "pplicd I" rlre mrrer! dirUlion "ur Im'f'" "f~1rI "nd tire(ul end nfi/ wlrippcd '/1le eye .....iII hnlJ w ,,"""I O.6NBI. In SllIrt ...Itlt. hutrna.\' .,iip .I'uddenl." Ilt 11",,11I O..I,"'BL GJ rhe (III rnd unlup. /lcre iI'" go"dna",ple or G "'eil -made l!a","urRfl lurn"uetle: """k-I,,ad i" ncf.' ,\ "r 12f(!nM.I.

"

----

ThTU XripJ '" 'lit' M'Tr>JI,t d"...."',,.. 'lit' .t'('"J oJrW Iu.., "f'I'IiTd,,, "'iTt'..hlr11 /la.. "f't'1It'J lip tllm",tll fu' I t>f ..hipf'''',t. Thi. not' ..'./1 '''r

F;g ,3, l~

I

[';g,.\.15

77,ru ~r;"" ~" fd in Ilir ",mnR dirfaion - ,,,,, IIf onr 'V'P, onp of onmllrr -llir fnd flrip rrr.,sinfl Oil ",irr wllil-II lias ol'rnnJ up, und /lir 1',,/ fnd nN",/liPl'fd ()I lal'rd 771f f.\ 'f ,'lilMn lirrr lI'il/ .,'/Un /0 siil' til load, !>do"'o.5SSL.

,

,

ThIer IVil'." . f tl( Ii IIf " Jiffi'''111 /\'['e - ali (1p['lit'd in Ihe ...ron~ dirf Uion .Ihe md KIi!, lOll nell l The em end ond Ihf CUI rnd "m \l'hirr" 'd or T"pl'd,11,i,,' ere wiil hold 10 ,,!>ol'/ O,6...Rl- 10 start "'ilh . hur nw,' ,,/un 10 ," ip IIII",,,,., load,'

h g.3 16 A"",Ir~r nanrf'l~ of a M ...II-11liIad.' trralrr lira" O..~.\RL

,

T1Il' fi r.'1 "'.. t rip.a" 11r~ rit '" cJi..,a"cr "l""". hUI app/ircJ Ihr "T""f. "'On'" ",nd; I~ Ihird t rip U I~ ("flrrrrl ...." . m uM hUll"" f ar f m m fhr ndt rip und ls "",."",.i,,1. I" CWltIf' "'lTr ..-hirh i'orr""'t up all~ 11ad.' 111 ;11 r_,,'~" ,,((J. 4."'nI~

,--

Plru hU//Jot -trip.

Fig 3 19

Fig 3.20

Fig 3 21 ~,J,.J,I, ."."",,,

II i, lwrr , t rr,,~d lha t lhr h"l, II ,,,

1 ,\11I.1: 2 - Recummended ~l ;n ;m llm ~Dmber or Wire Ropd 3,21.

"ppl" in~ lht ~ri~ in rt d,, d numbers lind in " th r dir...,lio n. c:m ser i"".l}'impair the holding eff...,livtn.... or lilt eyr ,

6 Ideally, all nllt< should be l ighr~l\Cd u,i ng a torque-wrench .0 as '" give rij!hreningvalues in accordance wilh rhe manufac!urers ' instructions, This is feasible in co veredwnrks hop coT>d iriu", blll. un an exposed decl in the d"rl and ra in of a winrer' snight, it is sufficient 10 take all nuts hard up Wilh a ring ,panTle r. There~ ftcr_all eye

termin~l ions should be checked after One or two loadilll:' and tbe mll' hardened-upagain if necessary. This latter pracnce should neve. be neglected . The very natureof the gr ips and the ....ire meanl thai one is compressing thc other : the fl atteningeffect of lhar compress ion m~y continue 10 some very slighl degr"" ~ti" r Ihe nut,have been first appl ied firmly.

7, L:ndcr tell. when lhe gripped Cllnneeti" n starts \(I slip. it first goes qllid ly: the rateof slip then reduce. bur slip due_' nnr ' lUI' until the load is removed

SOIT rYEs

Slip Load .. XBt x 0.70-----.,

HAU' DOUBLE GROMMETS I

Slip Iced=0 NBL J: 1.50

GALVANISED IfARINE WIRE ROPElamm - 6 x 12 CO~'STRUCTIOS00'lamm - 6 :r 24 CO~STR UC'T10.';

SL\"GLE LOOPS

Slip Load ; ~"HL I 1.40

8, With three grips used in the correct manner and with the eye formed arouM thecorrect sired thimble (a hard eye) the eye .. ill nol rail or slip III I

ear lier in Chapler 2. turnbu ckle ",'ith lhread diamc1er of 2.tmm or more ean sela pre-tension of .boul 2 ronnes. If ~uch a lurnbuckle .....as attached to an eye madeupas sbown in fi g ~ 3 2

l'ig .J.29

Fig.J .JO

SOfT EYES

UNSAF'E APPLICATIONOF'

BULLDOG GRIPS

Slip Load '" NBL x 0.18

GALVANISED MARINE IVIRE ROPE16mm - 6 X 12 CONSTRUCTION

and1Bmm - 6 x 24 CONSTRUCTION

61

HALF-DOUBLE GROMMETS

Som~ nrhu Rep r eSElI1tu i l 'f' Slip l ..otlds

fig .J.)1

Slip Load : NBL J: 1.00

Slip Load : !iBL JC ) ,00

Slip Load : NBL JC 1.00

Slip Lo.d : SSL I 0.70

Slip Load ; .~'BL x 0.70

SINGLE LOOPSSam#? Other Represelltatil'c Slip Loads

..

..

..

,,

"n,

l' ;g.J .36 !'ig,J.n

Slip u.od : .~BL x 1.40 Slip Load : ~'BL I 0.80

Fir; .J.J8,----;..,,- c~ ,~_

Slip Load ~1JL x 1.00

SI'iGLE LOOPS HAlF- DOUBLE GROMMETS

W)

I I I! I , ,( " " i" " ~" "i I," , ~I' J! !!I, "1, !I , ',' ,' \,' ,' ! N' , , J I' ' , I ~, , I I ~ I, I II , ,~ , , ~ ,,, I , I ,"

, , I: i I I :I I{, , I ( > )I ,I \ :1 I

' I I, ,,I

II, ,, I, , I I,

\, 1,' I ,

" "

I'ig. .l.J9

Slip Lead : SBL l' 0.40

NOT RECOMIJEXDED-

E"ampr~ I

The calculation for a 2G- tonne load of cuboid shape and even distr ibution using ,ingle 16mmdiameter wires of 6 x 12 construction with prope rly-formed soft eyes, , hackles andhamhurger turnhue kles. might lay OUI as follows:-

I. Lay Out good limber dunnage to spread the load evenly aern" the deck aed'or hatchcover. using a grating arrangemem if neee" a')' . Make sure that slIch loooing is notgreater than that ,hm.1t as permi" ihle on the vessers Capacity andlor GeneralArrangement Plans,

ii. 20 , 3 = 60 tonnef = holding po...er of lashings.

iii, Effective hold ing power /slip-load of soft eyes in 16mm ",'ire of 6 , 12 construction0.7 " RI. 7,75 .. 5 '''' tonncf

IV, 5.5 , 1/1.22 = 4 5 tonncf do.... n....ard In transverse Ia,h ing, . (Sce Fig 1 13.)

v 5.5 x 1/1.04 .. 5.3 tonnef do....n....ard in fore-and-aft la;hings, (See Fig 1. 13 )

S'1. The a, 'erage of 45 and 5.3 '"' 4.9 tnnnef.

vn. 60/4.9 = 12.24 say 12 I"h ings in all: 6 tramverse dn....n...ard 13 on each side)and (, fure -and-a ft downwJfd (3 at each endl. with hale angles of aboul55" and 13", re spect i v~ly .

vin, Che ck that turnbuckles and shackles are of at lea" equal matching holding rower ,IX From TaNes 7A, 7R. 7C or 7D, select a shackle of a) the correct proof-load if only

one lashing 10 attach, and b) Ihe eorreCI safe ....orking load if the shackle is 10 acceptrn:o lashiniS, For our purposes assume a) thar smail D-,hackles .... ill be used forsing le lashings and b) thaI large bow-shackles will be u,ed for Iwo la,hing,

a) From Table 7A select a !>hackle with a proo f klad of at least $ ,5 I,mne"bearing in mind thaI proo f-load equals twice the SWL.

A shackle wilh a 22mm dia. pin (dimension ' D') will iive a SWl. of 2.54tonnes . equ ivalent to a proo f-load of 5,08 tcn rcs. SO that is "01 gb) h om Table 7D ,"lect a ~h ackle with a SWJ. ofar least 5.5 lonnes A ~hack lewilh a 35mm dia. pin i, the near"l pro\'iding a SWL of 5,g4 Innn~s _ use thatsize of ,h ackle for the twin I" hing, .

1 From Tahles SA and SR. se lect the correct 5ize boule. SC rew, .ndlor turnhuckle5,",suming that each lashing will be provided with its o...n boltle - ~cr~.... or turnhuekle,And he re it is arpropr iate to think in proof-loads 10 balance the ~Ii p- Ioad of 5.5lonnef in the \Oft eye lashings. again bear ing in mind Ihal the rroo f-Ioad of aturnbu ckle/bottle-screw is more likely than not to be [V,.'ice the SWI. and two-Ihirds

65

of the break-load , Hence. aboo le-s.crcw with aZ9mm dia, s.crcw thread ...ill pro.'idea proof-Io.ad o f 5.59 tonnes , cquivalenl to I breal-~ of about 11.39 ton~~: but aharnbur"Jer rurnbuckle wid! a 24mm dia, s.crew thread would proo'ide a brcak-Io.ad ofIS I.ON'ItS. cqui,aknlto a proof-bad o f about 10 tonnes ; '10 cost and a, ailabiliry...QUId l oooem the type and sile to usc for the S.S scnee r ~1ip- 1oad u.hin I S. Ofcourse . if only brcer si;r.es an~ available. usc them ; bul there is no point in ordt'f ingand paying for connectine compcnerns of lOG treat a u renglh ...hen compared Wilhthe other "hnti" in the "chaln ", 50 to speak.

Us ing 16mrn 6 Jt 12 ",'ire calcul.. the slip-load ...he n u~ing : al '10 ft eye. b) a sinclc k"'J' and.c:) a h,t1 f-doublc Crommet each in the best and COlletl manner. !See Ouplc:r 2. Table 2 andFiJs .3.22, 3.23 and 3,24 on p3ie 61.)

From Table 2: l6mm 6.1 2 - ~IlL - 1.15 ronnef

a soft eye - SaL . 0 1 = 1 .15 . 0 ,1 . so slip-load = 5.4n tl'flnef(say L 'i lonnel).b. ~ i nlle loop = SBL . 1,4 = 1.75 .1 .4, so ~Iip-Ioad ~ 10 ,85 lonnef.c. half-double grommel ,. SBL 1 1.5 =- 7.75 1\ 1.5 . '10 sl ip-~ =- 11,625 tonnef.

t:u ml* J

If you only h d 12 bulldol grips to fil !Smm ...ire and the on ly ISmm ",'ire availahle ..."IS of6 24 c;onstruetion. how cou ld you usc those I rips to provide the ,realest number of la"hinls.... ilh the hit hclt aggregate slip- Ioad~ (See F it ~ ..\, 22 to 3.40 . inclusive )

Usint all soft eyes each ",'ith 3 I rip~ . would prov ide 1"' 0 la,h inls each of slipload S AL 10 .7 '" S8L. 1.4,tlsing all hlf-double crommcu n odI ...ith 6Crips . would pro,ide 1" 0 lashin,. e:s..-h of shp-load NBL . 1.5 =- ~llL 1 3.Lsing all ~inlle loops each .... ith 6 , r ips, v.-ould proo'ide t ..o la)llin,~ each of . lip-Ioad ~DL.1.4 = SBL. 2.8 .

So grip- Ior -grfp the half-double grommet looti the best. but using 6 gr ips per eromrT1

J:nmpl~ 4

With a lashing sup-load of 5.5 tonnef. use Tahle I , Chapter 1, 1' .20, to find the base ang le ~in lashings to provide: a) a vert ical and lransverse remainl of 3.89 tonner. b) vert;cal andfore -and-aft restraint of 2.32 tonnef, c) a horizontal remaim for fore-and-aft and tranwer

/ nKfI , 4 ... '" ...,.,..,.. .... _ ,

, flo _ 0..1 ,.,.... ""'.

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a Cakul;)l~ the roll period ,b . De

c. Weigtu of unil for larJIing purposes - 58 ~ 3 = 174 tcnee r.

1be lubingl ""hidl allxh to the IUgl 1hou1d no! ha'~ a direc1 poll 11ip-lod much inuu of 7 IOnnef; bullhow IUCI provide !he only Soafe meanl o f aruching 1a-ble ", ith !he ordinary 1I1e1 of turnbuckle lihly 10 be' used in dapo---day eart-0la\h inc Ofln'2Iionl : '10 if il reasonable 10 aa..-tI ""''0 l.i\hinCI 10 udl IuC. :IIICIod~ally in I forvoard and al'l direction. and en...,inc Ihar!he indi.idual . fil'"lod ofuch La\h inC does flOC e.ceed 7 Innncs

Refer to Chapler 1. PI' IS 10 19. f,om ...hkh it """,Id aproear rcalOnablc- (0 uliliscFig 1.15 the 45"/45 triangle - in ",'hich each lash in. ...ill provide 71~ of it.holding power in a longiludinal direction and 11~ in a Tran'VN

Now it could be ",id with 16 lug lashings rattler than 8 - thai we ~hould allow theiraggregate holding power to be 16 x 6 ,86 '" 109 .76 (say 110) tonnef, but th~ la,hinjtgnd SKUring or dn;k ( argoes Os not an nact science: tI>e lugs are safe to a load of7 toenes each. so we must use thai as a g,werning factor. Hence , 7 x 8 '" 56 tonnesis all that can be allowed by way of lug la~hing s .

Taking 56 from 114 leaves 118 tonrlCS of lashing strength to apply w;toout usinglami ng-lugs on the unit, It is unsafe to tHe lashings around the unit's snucturatprojections wIthout pr ior knowledge of their strength or susceptibility 10 damage ; soonly circumferential lash ings can be u\.ed , ami on ly in areas of known Slrength . saytwo each side of the three internal wash-plates - six in all; so 118/6 '" 19,7 tonnesslipload per each circumfe rential lashing.

If each of the circumferential body lashings is made-up with a "'ft eye al eachtermination . the slip-load will be NBL x 0 ,7 - cumulatively because of e emcchan ie ~ladvantage gained by the "wrap-arou nd" application of the lashings , aod in a waywhich can never be allowed where soft eyes are used in a str~illht- l ine la.,hing a, inFill.3.22. In Ih ~ f il:.J.22 app lica tion l h~ slip-load is "'HI. ~ 0.1 " lini, h . not1"HL ~ 11 .7 ~ 2.

Consult Table 2. Chapler 2, p,26 . again: The 18mm ti x 19 wire has a ~BL of 14,4tonnef As a soft eye , such wire will give a slip-load of 14,4 x 0 ,7 '" 10,08 tonnef.of wh ich 12 such terminalions will provide 10.08 x 12 '" 120 ,96 (say 121) renner.This covers adequately the 118 tonnef required for the 6 lashings to be usedeireumferentially, ami errs on the safe side Use hamburger turnhuck les (If 241026mm screw diameter .

d. The "'-e ight spread area must allow for 58 + 5 % = 61 101l1lCS. (Chapter I, pp.5 to1 .) The ",-eather..:leck' s permissi ble loading is J .l tonr>e 'm ' ; ' 0 6113.1 = 19.8m'for the dunnJlle area, The unit i, 10m long. so if the dunn..ge lengtll is restri cted to10m, the ....idth must be a minimum of 19 ,8110 = 1.98m, say 2m. Ab o. it mUlt beremembered that the unit has only three acceptah1e ~uPPOI1 points.

Use 9" x J " (230 ~ 15mm) ",hite pine deals in pairs. Use 6 d~a l , in pairer of the lashing plates. and reinforce the sue-str ncmre whenterminal points are required to be welded 10 any part of a ship's ltruclure.

Lloyd' s Register , for instance. recomme nd thar eye plates (lashing plales) are not 10 bewelded to the upper side of uie sheerstrake nor, in general, are they to penetrate the stre ngthdeck plating , Deck. bulwark or other plating is to be of sufficienl thkl ness 10 wilh,tand anyshear for ces that may be incurred in way of eye plates (lashing plales) due 10 a,ymmclricalloading of the eye plate (lashing plate) . and such plaling is to be sliffened as necess ary 10

78

prevent dodormalion under dired eye plale ( I~ing plalel loadings

II is I\(l( lhC' intention of lhis book 10 provide ee Ill.lIhenwic:s of \he strenglhl of .. dds ar.:lstrucum"J steelwork Hov.-evtr. one (It" [""0 rougtllJUidel do I\(l( 0ClllY amiu. and fTUy a~1ist.. hen "..w.e do' h:p 10be .s.- 'fold Iy and '" ithouI e.pen led,"il:~ \laff filS J J~ 10 3 51illuwMe \he 1e'rms .and types of "'-elds likely 10 be enroulllered in laohing ",k

For inslance, in siml'le lerm, it i" safe to .assume thal ordinU)' mild 'leel of !Jl'phui\dingqualily will have a yield menglh of ahoUI 24kgf/mm' .

Conslder an ordinary mild steel plure " f 20mm thickocn as shown in Fir ,) ~2 , I'fOpcr lywt'l ded I" a sub-structu re of similar sled 25mm th;' k. An eye ha. t>e

Then for lashing plate eye' aTe.:II of section under Iood - 2 (20 _ 201= SOOmm1

800mm ' C 2-ikl f/mm' - l~OOl;gf she;ar yield urengthl.e . 19,2{)wnnefor 9, 6 wnnef SWL

'\\ \ \

..

.."'-

IM->

Area of ",clion of sub-structure under shear stress = 2 (I (,Q ~ 25) + 2 (20 . ::5)= 9OOOmm'

9OOOmm' @ 24kj\flmm' ,. 216000kgf yield strengthi.e,216,0IOnllCf

So the sub-structure. under direct ,hear stre". will have a shear yield strength roughly thrc'"times greater than the la,h ing lermi n~ 1 weld and roughly eleven time s greater than theter minal eye . flence, this lug sire. efr"iemly welded to this substructur e. will provide 'ISWL of 9.6lOnnef with 1\0 risk of failure to the substn,cture - pn ...i,l~d lh . 1111 11 _Ire" j_in lhe di......:t planr of lhr lUI:' if lllr pull stn" dn i

o,(a:

f jJ ..l 61

Fit:.J ,fiO

P"d ..., ,,, . Fig 3 62 also come in various ,i tes and m ent:lh,. and Tal-Ie 1 ~ . I>clow."rovide. a usd ul reference

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Fire and t:'pk"inn IIa:rard.The nd for c~, thoolhl and plaM in.. bl.'fore any "'-eldina of l",h ing term;nal, 1a~n placecannot be 100 are31.1y emp/l.n i~ , bearine in mind thal. tho: m3Chmcm of 'lUd'llermj~h mOl)'our when Sl_"3&e of bl.'lo'...-dh careo il ",-en advill'lCCd or mJ)be romp~ed . ..... ith ,ud!ISpKti in mind , l!'le laM part of Ch:lplet 2 is tIc,to, sllet1l'oe-kno-

Rill fire helmo. for 3l. In.. fourhours Illerelflt'r _ A ship', offICeI' ihould be dirccted 10efft I lhorou gh eumil\3linn ,n \hiesracel belo..... be fore tlloIc~, are clo~ and 'or ~ened ,oo"'ll .

IF I.... OOl lRT - OO...T WEI.D'

If any re3

wiltloul funy su-ippirll; away the PVC ooalin, firM. """OU ld b il at relatively very 10._ slip.load . 1llc PVC coatin, here involved was coloured blue: bill red. yellow. llftn andclear coal in,. are IlOI ullCOfTVTIOn . A _ in of 96 individuaJlnt' had been plann.:d. Inthe e_ . ciree soft eye. five sinllc: 1oop1., and five I13lf-

CIIAPTER 4

Timber Deck Cargoes

Codes Of l'rllclicrThere co ntinues to be a ~te ady incidence of 10" overboard of timber deck cargoes. sometimeswith catastrophic results for ship and crew. It is. therefore. more im[lO n ant than ever toensure that the 'towage and secur ing of timber deck cargoe, doe, not fall sh"'t of anycurre ntly accepted recommendatio"" Code" or regulations,

In 1968. in S,1. 1089. the United Kingdom set out the requ irements for timhcr deck cargoes,and that standard ha' remained :lCccptable and I',mihly ahead of other recommendal i on~, ACode of Safe Practice for Ships Carrying Tim ber [kek Cargoes was formu lated by the IMOsuh-commitlee on containers and cargoes and wa~ approved by the Mar itime SafetyCommittee in r-.:ovember 1973 1.\10 recommended that Gowrnmems , hould implement theCode and authori sed the Maritime Sarety Comm illee to update it when necessary , TheSupplement to the Code of Safe Practice for Ships Carrying Timber Deck Cargoes containsvar ious amendme nts adopted by the Mar itime Safety Committee at ns thirty-ninth session inSeptember 1978 . None of those recommendations fully caught up wiuh the reqcirements ofS.I, 1089 of 1968.

Later . a further rev ision was adopted by Resolution A,7 \ 5(l7) and this has been publishedby 1\10 as the Code of Safe !'racticr for Ships Carrying Timber [kck Cargoes. 1991 . ThatCode does harmo nise with the U.K, S ,1. 1089 of 1968 , and the U.K. Merchant ShippingNotice NO.M 1469 of October 199\ ~tro ngly recommends the Code and the Notice .

A vessel loading a timber deck cargo may be required to co mply with one or more of thefollowing :-

1. L\lO Resolution A.7 15(17) . "Code of Safe Practice for Ships Carr)' ing Timl:>er Il

and und.emandi", of th3l Code , ...t1ich is obWlI3ble from \he Imern.llliDt\al Mar itimeOrpniurlon. .. Alhett Emiwlkment. London SEt 7SR.

(For lbose ...tlo may read \he Unilcd Kina:""'" o.:p.une.. of Tl'VIspon Sol ioe '"'a .M.U Nat Jurw: 1987. (Me shoIlld be talen when read,nl parq:r:lJlh l(a) iI'Ie1'eof wllich U)"s:

"J. (ll) Thi' 5pUc11l6 of /M LuNIl I S II.'il'd to Sl'OVt fht dut CUT,., if to bl'

f l . Accumulalions of icc &nd _ on Ilal~lll>d dn:h ihould be remowd; and durin&loading, Ihc: limber dn:k n r &o ihould ee kept frtt of any ~mulalions of icc and.-

14. Ha~e all deck lashinl s, uprighu. erc., in position before loading commences (Thil", ill be neJMry ~y"'ay if a pre- Ioadinl uamirulion of Kalring equipmenl isrequ ired by local offlCWl in Ihc: Ioadin& port .)

15. 1ll.r urgo moUld iNel"fere in any .... ay .... illl!he 1UI. igllion and 1ICCC'1lJ .........kinlof the sh ip.

16, t :pon complelion of load ing, and before sailing. I. thoroogh inspection of the .hipIhould be carr ied out . Soundingl Ihould allO be Ialen 10 . eriry thai no UN cturald~e ha., occu rred CIUsing an inl reU of .... lIer.

T~ fW or Tim'- CU I OI~ nuy come in I. 'Miety of Ienl thl and be of "'idt-ly 'I.l)'in& diameler . CIlI1IJ, au defIneda. loiS ....-h ich Me "Ibll CUI" , thai is, they Me r Ipped Iength", ise so thai the re.ulling lhd

p~cn have 1"'0 opposing parallel nal sides and in lOn~ cases a third l ide ....,h ich i. la....-n nal ,Any om illion, from lhoe lash ll1g Mranr:emenl' recommended in 1M Code cou ld lead 10 Ionof cargo . f or ee .eruring or cant CMgoes - uprights . hog ""Ires. and wiu le", ires arerequ ired , 1.11 in~,lion 10 IUr illl .... ires or dlams pildled II Ihc: correct distance~. Th.c:!991 Code ~Id be ronwlled in rvn ~fore ~"., loci or cartU, Buc see-~es 98 and99 , lale-r herein.

l'>I("k ll.gr d l i",hr, ,hould r>oI be slO",ed On deck if lhe bundles are '''iged al both ends.Generally speakinC, only bund les square ill both ends should be used for _ alher-lc. c~l'} carc shou ld be taken 10 ensure thal raued end l arc kepi: to I m,n,mum,>lowed inboard of !he perimeter , and lhill bro ken uowqe il l.VOided. The Codr don_..II" ", Ih.. n n" ........ "o"lI.~r uI pacl..Rgn 10 Ihr .... 1... , idn. oI lbr ded . S1"" R~" : R"lpw.ka2.... ~I o d lIth .. ...rblli..... ", u ~1 br .. ilhi" .. pl'ri"'d er of ~'l "are...." dcd plI..ka2....\ 'o""fd r"n -Il"d an , (See Fi, .401 on the follo", ing page,)

l im ber LolId Lin....~'any ' CSSdl~ rnar~ed .... ith spec:iaJ timber~ 1i1lO:. in add ilion to lite normal~ lillO:lTh.c: t imber ~ line. are calcul.llled on II'te premi .... !h.III I. full limber deck carlO ...ill tiecarr ied, and an enlirely leparalC lei of ero,,~u"es of subilily is produc.ed for the fun limber

dec ~ cargo condilion, The l imber load hre allo", the vesselto load 10 I deeper dr aughl (andheoce a lar,er displ;scemcnl) than WOtlId tW rwiJ.e be the casc. (See Fi, .4 .02 .)

DilpUlCl have arilen bcN-fftl ih ipmaslcr l and dlartefctl Il. 10 II'te w ict: 4'Plic" l(Ml of thet,mbCf load line . 1ll.r follow,n, , uiclehnn should be 4'Plied -

I. \\lI en a .hip is l...iCned I timber load 1ll1e then , in Ofder 10 load to lho... marh, tl>cvessel must be loaded .. ith a timber dec k

- C'-_

l' ig.4 .0 \

Tr(1n.,,er.,~ '

b. Tho~ regulations and that Codr require that the limber be slowed it solidly aspossible to aI 1e;Ut the mndard heighl of the ",pent"'C1ure. For in..ww;c:, in ship.of 12.5m or more in length this mearu to. uniform heighl of not leu than 2.301 . Inships uno:kr 12.5m in length, the _ Ilhoo ld reach a uniform heitht of not leu thanthe heithl of the brnl: of the for;Ut1e head.

C. It lhe limlin' ~ sIO" t'd. When limber i1 ec rrecuy stowed on deck .. refe rred 10 at (aland (b ), ahow. , the shipmay load 10 the limber load line irre,peclive of the quanlily or type of carto "owedbelow dec k. The reducnon in Ireeboard enjoyed by a ship which i. au igncd limberload lines is pcrmil1

) - (0 47S . U ) " 3 O,112S ., 2.287S

Pilch or l,ub in" is ~ ~Bm

Or pul more simply: For IImbn tMlO bc'lbu move .1m. tIw: pilcb or ~~inlsdcac"vs by 3cm fo.- every okm i"",u"V in C;Vlo heigbt

b I! " ""I" .... mo..-r sln il:h lf' ...-" ar d if all .~ls lil-r l, 10 ea rr y li lll!>r r , I'~' Ir " r l:.ot"i " r rr , 11., a mall rr "r m lln., l, ro. i

PrmlUMnllu..\hing I

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N ' ' ' ' .

"'"Ti",hrr riJ:i:i"/: -.,,u,," \\ith I'diCUII III"'! .1;1' UI "n, rn" und r r"r-rill" / i,r .-I,ai"Irtll:lh ",ljU.'11/1'-n/ III mila rnd. 111( Iii"" _,' if' ,.1/" hr

'- that the height of thc cargo does not rcnrict or impair visibility from the bridge. (Inthis connec tion rcfCrl'nce should be mooe to ~OI ice j'l;o , M . I ~64 of January 1987 -1'Oavigalion Bridge Visibility. reproduced as Addendum ~o , 3 _ hereof.)

ii. thal. for any given height of cargo. us weight shall IIOt exceed the designedmaximum per missible loading on weather-decks and hatch ccvees and.

iii. that any fOl-"...ard facing prorue of the timber deck stow agc dncs not presentoverhanging shoulders to a head sea.

If a timber deck cargo Is to be car ried thro ugh a Winter Zone. or a Seasona l Wimer Zonein wimer . the he ight of the cargo above the weather-deck should not exceed one -third of theextreme breadth of the ship. For i""tance, if the e~treme breadth of the vessel was 1Sm. theheight of the timbe r deck cargo should not exceed Sm. Similar ly. II vessel of extr eme breadth21m could stow the cargo to 7m above the weather-deck, providing this d id not contraveneany of the other rcquirements of the Code , (See. also . under "T imbu Load Lin t'S". earlier. )

Height of Cargo and Stahil ity Co nsiderat ionsAs mentioned earlier in Chapter I. and a, dealt with more fully in Chapter 6. the weight ofthe de"k car go should not exceed the maximum permissible loading of weather-decks andhatch covers . Everyo tlC ill"o l..ed with the loading and safe car riage of timber deck cargoesshou ld be fully conversant with the stabi lity requirements as let out in the l ~tO Code and theship', ' Standard Conditions Stability Book The following additio nal comments may be ofassistance ,

It i. impunant that llle correct weight of the cargo rs known and allowed for in the slabi litycalculations. Instances have occurred where. because the standard slabi lity booklet hasindicated a given height of car go as representing a given ....'eight . the master and charterershave assumed that any cargo of the same height will have the same weight. This assumptionhas proved to be wrongly based and has had serious consequences,

Draught surveys should he conducted by the shifl', o fr.cers at regular imerv als to check theweight' of cargo coming on board, This is necessary particularly ....hcn allthe under-deckcarg" ha, been loaded and before on-dec k" cargo loading commences. Such draughtsurveys. although subject to all the ir associated vagaries . if effected carefully ....ill provideacceplahle informalion for on-deck weight and stab ility purposes .

The calculalion of the metace ntric height (G~1) of a ship prov ides some measure of tr am versestability, but additional calculations need to be made to produce the curve of statical stabilily(the GZ graph). The ship 's ,tab ilily character istics can then be established for various angbof heel, and can be compared with the minimum character istics required by the Load LineRules and the vessel's stability booklet.

The author is aware of. and has dra....n the attention of others to. ....Tinen instructions issuedby some charterers or shippers requiring that thc """ wu n/r ic heiflhl (GM) .fhou!d 1:>maintuifled at oflf -und-u-half per "rm of rhr WHet's brum and .,hou!d fl r>"f"' n err,} 2ji(6JcmJ , The author considers such instructions to be poorly-worded. incomplete. andpositively dangerous in the in. tance of ve,sels of less than 10m beam where one-and-a-half

per celll would produce a G~t of leu than 0 15m where O.I~m may be lhe slalUloryminimum, Ship maslcrt should follow lhe IMO Code. and call for expert advice if they facein"-ructions 10 the contrary. Pa1a~raph 2 . ~ of the Code ).iys:-

"1.5 11,,14'' ''', U U J n N lIIiJia1 ( lo bi/if] Jho llUi IH /,.oUitd IU II ",'iU " (1111 i" ropid o"doWte'" nwtiOIl ill It' lIrJ J ' 4( .,hkh . 'iU impoff /Qr. , dUli". liM rod:.i" . / OTU( 011 fit ,CO,.... "'"Jill' 11." , trrJJff 011 /h, liuhlllfl_ Op' MrWrof up,rl,,,u UuJiCW,J dialm,loc'lItrlc hti.ht (holltd pnJ'roM~ ,,01 u eud J 'It 0/ dI, b" od/h I" orotr 10 p.., rr" tucrfliN accrf" alioru bl rolliII, p rondtd IItat Ill' " f' N ll t wbililJ erorriIJ linJtU4fl fII , 11d l " commrlUktio" mDJ 1101 lIppiJ 10all , h/p, 11M tilt mDsftr , hollld lob illtocollJidr rodolf tilt 'liJbiJit] UiftJmultitJIf Dhl4illtd ftrIM tilt ,lIip " Slob/lily m4I1W.

Also. wl'lc:n maldnl departure dl'al&N: and \oa:IpontamvaJ pori subility calcut.iont In...inlU lime. some a11o\o.an.:e muSi be~ for ~ion of ...'3f(1" shipped 01\ bc:wd and .when sub-uro tempeurures are 10be npected. for the increutd _i:"1due 10 ICcumulalionof itt. TIle ships wbilil)' book~inl inSirvetions usually J"'Ovidcs tome luidance !luI.in the e~n1 iI does noI. then an incr~ in _ilhl equal 10 10~ of the timber deck carla_id!1.oould be al\ov.'Cd as aainl aI a heilhl above the _Ilhcr-deek tquallO lWfthe heilhtof the deck carlo.

('arrfully To ('ar r )The relulalions ...'!lith arose in the lare 19th and early 20th cenmeies witll respect 10 the

carria~e of limber lk.1object in vie.... . namely. thesafcty of ship and crew keyed jnrc the ability 10 jeuiwn tile carla On tile race of it. lhisremains lhe principallechnieal object of the nalional and interna