Scan-Trans Standard on Lifting Lashing Securing Cargo

TABLE OF CONTENTS Page 1. Modification index 6 2. General information 7 3. Requirements for Shipper and cargo 8

3.1. Shippers documentation 3.2. Company requirements

4. Lifting crane and derricks 10 4.1. Topping with steel cable (runner) 4.2. Topping with hydraulic cylinders 4.3. Revolving type (low)

5. Cargo handling and lifting 12

5.1. Handling and lifting cargo 5.2. Equipment 5.3. General technical requirements 5.4. Categorization of units

5.4.1. A cargo unit 5.4.2. B cargo unit 5.4.3. C cargo unit 5.4.4. D cargo unit 5.4.5. E cargo unit 5.4.6. F cargo unit 5.4.7. G cargo unit 5.4.8. H cargo unit

6. Heavy Lift Instruction 24

6.1. General 6.2. Vertical change of centre of gravity during crane operation 6.3. The transversal change of centre of gravity during loading 6.4. The transversal change of centre of gravity during discharging 6.5. Checklist for loading 6.6. Checklist for discharging

7. Bedding and weight distribution 32

7.1. Permitted deck pressure 7.2. Bedding material 7.3. Wooden dunnage 7.4. Squared timber beams 7.5. Timber brackets (cramps) 7.6. Steel beams

- 2 -

7.7. Steel cradle 7.8. Principles of bedding of heavy cargo units 7.9. ISO platforms

8. Securing of cargo 37

8.1. Assessment of securing arrangements 8.2. CSS Code and its annexes in particular

9. General principles of cargo securing 38 10. Sea Fastening – Lashing plan 40

10.1. Vessel condition 10.2. Cargo condition 10.3. Sea Fastening & Lashing

10.3.1. Preparation – Dunnaging 10.3.2. Stowage 10.3.3. Stacking 10.3.4. Lashing 10.3.5. Heavy Lifts 10.3.6. Inspection

11. Lashing calculation 41

11.1. Lashcon 11.2. User requirements 11.3. Advanced calculation method 11.4. Alternative calculation method 11.5. Manual procedure for calculation of lashing 11.6. Lashing calculation basic rule-of-thumb 11.7. MSL for different securing devices 11.8. Safety factor

12. Fixed Securing Devices of vessel 44 13. Weldings, stoppers and dog plates 45 14. Portable Cargo Securing Devices 49

14.1. General 14.2. Application for portable securing devices 14.3. Samples of portable securing devices 14.4. D-rings and lashing plates 14.5. High tension steel 14.6. Mild steel 14.7. Chains 14.8. Wire ropes 14.9. Wire Clips 14.10. Shackles

- 3 -

14.11. Turnbuckles 14.12. French grommets 14.13. Web lashings 14.14. Polypropylene rope / Polypropylene Hercules

15. Guidance for the application of material 56 15.1. Lifting slings 15.2. Strength reduction in wire rope 15.3. Clips 15.4. Wire rope lashing

15.4.1. Type A 15.4.2. Type B 15.4.3. Type C

15.5. Clipped grommets 15.6. Welded stoppers for sliding prevention 15.7. Blocking with timber 15.8. Securing of units without securing points 15.9. Examples of class 1 to 4 lashings

15.9.1. Class 1 lashing 15.9.2. Class 2 lashing 15.9.3. Class 3 lashing 15.9.4. Class 4 lashing (Spanish windlass)

16. Applicable advices from the CSS Code 64

16.1. Containers

16.1.1. General 16.1.2. Handling 16.1.3. Stowage and securing instructions

16.2. Safe stowage and securing of pipes 16.2.1. General 16.2.2. Handling 16.2.3. Stowage 16.2.4. Deck Stowage 16.2.5. Lashing and securing

16.3. Safe stowage and securing of coiled sheet steel 16.3.1. General 16.3.2. Coils 16.3.3. Lashing

16.4. Safe stowage and securing of heavy metal products 16.4.1. General 16.4.2. Recommendation

16.5. Wire coils 16.5.1. Stowage 16.5.2. Securing

16.6. Safe stowage and securing of anchor chains 16.6.1. General 16.6.2. Recommendations 16.6.3. Stowage and securing of chains in bundles

- 4 -

16.6.4. Stowage and securing of chains – longitudinally 16.7. Safe stowage and securing of metal scrap in bulk

16.7.1. Introduction 16.7.2. Recommendation

16.8. General guidelines for under deck stowage of logs 16.8.1. Introduction 16.8.2. Prior to loading 16.8.3. During loading operation 16.8.4. After loading 16.8.5. During the voyage

16.9. Guidance for timber deck cargo and packaged timber in cants 16.9.1. Basic principles

16.10. Safe stowage and securing of unit loads 16.10.1. Introduction 16.10.2. Cargo information 16.10.3. Recommendations 16.10.4. Stowage 16.10.5. Securing 16.10.6. Stowage in Wing of Cargo Space or free two sides 16.10.7. Stowage free at three sides 16.10.8. General

17. Definitions 78 18. Abbreviations 79

- 5 -

1. Modification index (Return to table of contents)

No. Place Date Name Modification - Signature

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

- 6 -

2. General Information (Return to table of contents)

1. The guidance given herein should by no means rule out the principles of good seamanship, neither can they replace experience in stowage and securing practice. The Scan-Trans Chartering Company Standard – in the following referred to as “the Company Standard“– provides a framework for the proper stowage and securing of standardized as well as non-standardized cargoes, in particular project cargoes. It applies to Company owned vessels as well as vessels chartered by Scan-Trans.

2. The standard is not an integral part of a Safety Management System implemented by the Owners

or Operating Company but are as far as possible in accordance with the International Management Code for the Safe Operation of Ships and for the Pollution Prevention (ISM-Code), as stipulated by Chapter IX of the Annex to the International Convention for the Safety of Life at Sea (SOLAS).

3. The information and requirements set forth in this Company Standard must be consistent with the

requirements of the vessel's trim and stability booklet, International Load Line Certificate (1966), the hull strength loading manual (if provided) and with the requirements of the International Maritime Dangerous Goods (IMDG) Code.

4. For specific cargoes a lashing calculation will be carried out by use of DNV “Lashcon” which is

based on transverse, longitudinal and vertical forces which may arise during adverse weather and sea conditions.

5. The Company Standard further describes the cargo information to be supplied by the Shipper in accordance with the Chapter VI, Regulation 2 of the SOLAS-Convention and the necessary outfit of cargo units with the lifting appliances, bedding areas and securing points. The desired outfit with securing points is closely related to the strength capacity of the securing equipment on board the vessels.

6. It is imperative to the safety of the ship and the protection of the cargo and personnel that the securing of the cargo is carried out properly and that only appropriate securing points or fittings should be used for cargo securing.

7. The cargo securing devices mentioned in this manual should be applied so as to be suitable and adapted to the quantity, type of packaging, and physical properties of the cargo to be carried. When new or alternative types of cargo or securing devices are introduced, the Company Standard should be revised accordingly. Alternative cargo securing devices introduced should not have less strength than the equipment which it replaces.

8. There should be a sufficient quantity of reserve cargo securing devices on board the ships.

9. It is always the responsibility of the Master of each vessel to keep the cargo securing devices maintained in a satisfactory condition. Items worn or damaged to such an extent that their quality is impaired should be replaced.

10. If a certain provision of the Company Standard cannot be met for any reason an alternative solution with an equivalent level of safety shall be chosen. No provision in this standard shall

- 7 -

11. dispense either the shipper or the carrier from the observance of due diligence in carrying out their duties.

12. Nothing in this Company Standard shall be construed to be in contradiction to the approved Cargo Securing Manual of the particular vessel. If in doubt, the instruction providing the higher level of safety shall be followed.

13. It is the aim of this Company Standard to improve the safety at sea and the protection of the marine environment as well as the technical and commercial performance of the sea-transport of cargo by avoiding damages and losses.

- 8 -

3. Requirements for Shippers and cargo (Return to table of contents)

3.1 Shippers documentation

1. Legal background The Annex to the International Convention for Safety of Life at Sea (SOLAS) states in Chapter VI, Regulation 2 (Cargo information):

2. The Shipper shall provide the Master or his representative with appropriate information on the

cargo sufficiently in advance of loading to enable the precautions, which may be necessary for proper stowage and safe carriage of the cargo to be put into effect. Such information shall be confirmed in writing and by appropriate documents prior to loading the cargo on the ship.

3. The cargo information shall include, in the case of general cargo, and of cargo carried in cargo

units, a general description of the cargo, the gross mass of the cargo or of the cargo units, and any relevant special properties of the cargo. For the purpose of this regulation, the cargo information required in sub-chapter 1.9 of the Code of Safe Practice for Cargo Stowage and Securing, adopted by The Organization by resolution A.714(17), as may be amended, shall be provided.

4. Prior to loading cargo units on board ships, the Shipper shall ensure that the gross mass of such

units is in accordance with the gross mass declared on the shipping documents.

5. The Code of Safe Practice for Cargo Stowage and Securing (CSS-code) states in sub-chapter 1.9, cargo information, as amended:

a) 1.9.1. Prior to shipment, the Shipper shall provide all necessary information about the cargo to enable the Ship owner or ship Operator to ensure that:

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

c) The cargo is suitable for the ship.

d) The ship is suitable for the cargo.

e) The cargo can be safely stowed and secured on board the ship and transported under all

expected conditions during the intended voyage.

- 9 -

f) 1.9.2. The Master shall be provided with adequate information regarding the cargo to be

carried, so that its stowage may be properly planned for handling and transport.

3.2 Company requirements (Return to table of contents)

1. For the specific purpose of the sea transport of project cargo, Scan-Trans identifies in this

standard, the necessary properties of such units for safe handling, stowage (bedding) and securing and the appropriate information demanded from the Shipper. This information is described in sub-chapter 2.2 on a general scope. The great variety of project cargo with different handling parameters makes a categorization of types of units useful in order to enable advice that is more specific. This categorization and special advice is found in sub-chapter 2.3.

2. Shippers are requested to take note of this categorization, to identify the required provisions and

properties of the cargo units intended for shipment, to prepare the necessary information and notify the representative of Scan-Trans or the Master of the particular vessel accordingly. This notification shall be in writing, which include the use of electronic data interchange, and conveyed not later than 10 working days prior to the loading of the cargo unit.

3. The Company’s representative or the Master of the vessel, after having revived the necessary

information, shall prepare a pre-stowage plan for the loading, bedding and securing of the cargo in question. The plan shall be presented to the Shipper for approval prior to the loading. The plan may include a calculated assessment of the securing arrangement, as appropriate.

4. A Supercargo or Port Captain will usually represent the company during the loading and

discharge. The purpose of his attendant is to help and assist the Masters as well as keep contact to all parties involved in the loading or discharge operation.

- 10 -

4. Lifting cranes and derricks (Return to table of contents)

4.1 Topping with steel cable (runners)

- 11 -

4.2 Topping with hydraulic cylinders

4.3 Revolving type (low)

- 12 -

5. Cargo handling and lifting (Return to table of contents)

5.1 Handling and Lifting of Cargo

1. According to Annex 13 of the Code of safe Practice for Cargo Stowage “Safe Working Load” (SWL) is the term used to define the allowed load capacity for a device used to lift cargo to/from the ship

2. All equipment used for lashing should by the manufacturer or supplier be properly marked with MSL.

5.2 Equipment The lifting equipment of company owned vessels might vary due to individual supply with regard to specific cargo units being carried. Chartered vessels will be supplied with lifting equipment as required for specific transport situations only. This equipment may consist of:

• wire rope lifting slings

• wire rope belts, synthetic fiber belts

• synthetic fiber grommets

• lifting shackles, edge protectors

• lifting beams

• spreaders

5.3 General technical requirements 1. All project cargo units on board a vessel must be placed and bedded in a way that it has a

solid position regardless the shape of the unit. It must not overstress the ship’s structure and sufficient friction must be provided between the unit and the stowage area. The bedding area of the unit should therefore be as large as possible, within the dimensional limits of the unit and as symmetrical to the centre of gravity of the unit as far as practicable.

2. If a separate cradle is shipped with the cargo unit for bedding purposes on board the vessel,

the cradle shall be able to safely (without deformation) take a vertical weight of 1.8 times the weight of the cargo unit, due to possible vertical accelerations at sea. Cradles designed for a controlled road or rail transport may not be suitable for transport at sea.

3. The Shipper shall, where appropriate, indicate bedding area of the cargo unit in a scale

drawing. The suitability of a cradle for sea transport shall be confirmed in writing. 4. There are different methods of fastening project cargo units to the lifting tackle of a derrick or

crane. If the cargo unit is not equipped with lifting fittings, the Shipper shall advise in a suitable scale drawing, the area for slinging the body of the unit with wire slings, wire belts of fiber belts. The se areas must be placed symmetrical to the center of gravity of the cargo unit and spread to a distance of not less than half the length of the unit.

- 13 -

5. Lifting fittings on a cargo unit must be placed symmetrical to the centre of gravity of the unit and suitably spread to a distance of no less than half the length of the unit. If the fittings consist of eye plates to be used for shackles, the arrangement of these eye plates should be either oriented to the centre of gravity of the unit or normal (vertical) to the longitudinal axis of the unit. Deviations from the arrangements must be agreed by the representative of Scan-Trans.

6. The diameter of the eyes in such eye plates should not be less than given in the following

table:

7. Smaller diameters will require lifting shackles of high tensile steel and must be agreed upon with the representative of Scan-Trans.

8. The breaking strength of each single lifting fitting, in case of four fittings, must not be less

than the weight of the unit. This provides for a safety factor of four. 9. The Shipper shall, where appropriate, indicate the lifting fittings on the cargo unit in a scale

drawing. The strength of these fittings shall be confirmed in writing. 10. Lifting fittings, if applied in a suitable manner, can advantageously be used for securing of

project cargo units. 11. Project cargo units shall generally be equipped with securing points of sufficient strength and

number. The total breaking strength capacity of all these securing points shall be not less than 2.8 times the weight of the unit. The arrangement of these securing points shall be symmetrical to the centre of gravity of the unit. It shall be borne in mind that the overall securing effort must be approximately divided into 40% to both Port and Starboard, and 10% both to Fore and Aft.

12. Each securing point must have a breaking strength of not less than 200 kN. The breaking

strength of securing points must be confirmed by the Shipper in writing. 13. If securing points consist of eye plates, the diameter of the eyes should be not less than given

in the following table in order to accommodate lashing shackles of mild steel:

Breaking strength of securing point (kN) 200 400 600 Diameter of eye (mm) 32 45 55

Required diameter of eyes in securing plates

14. Smaller diameters will require lashing shackles of high tensile steel and must be agreed upon with the representative of Scan-Trans.

15. If there are no securing points on the cargo unit, the securing must be effected by the

application of half-loops or head-loops of wire rope or lashing chain. In this case, the Shipper must indicate in a scale drawing or by clearly marking on the unit, where such loops can be applied.

- 14 -

5.4 Categorization of units 5.4.1 Category A cargo units

1. This category includes heavy compact units with integrated lifting facilities, standing upright

on their base construction, having a solid surface and providing high loads on the storage area. Examples of such unit’s transformers and electrical generators.

2. Lifting of these units will usually be performed by one of the methods (a), (b), (d), (e).

3. Drawings of the unit are required, showing side view, front view and top view in scale 1:100

with particular emphasis on the lifting facilities and the bedding area. The centre of gravity should be indicated.

4. The suitability of the lifting fittings for securing the cargo unit shall be demonstrated in the

drawing and expressly declared by the Shipper. The suitability of lifting dogs for securing may depend on the stowage direction of the unit in the ship.

5. If the lifting fittings are not suitable for securing the unit on board, a sufficient number of

securing points on the cargo unit must be provided

6. The breaking strength of lifting points and securing points on the cargo unit must be declared and specified in the Shippers documents.

- 15 -

5.4.2 Category B cargo unit

1. This category includes large heavy units being transported horizontally, not standing on

their base, having soft or only partially rigid surface and sometimes no dedicated lifting and securing fittings. Examples of such units are chemical production columns and pressure vessels.

2. Lifting of such units will usually require lifting slings or belts using one of the methods (c),

(f), (g), (h).

3. Drawings of the unit are required, showing side view, front view and top view in scale 1:100 with particular emphasis on the lifting areas and the bedding areas. The centre of gravity of the cargo unit should be indicated.

4. If the cargo unit is fitted with securing points, their total breaking strength should be no less

than 2.8 times the weight of the unit and they should be evenly distributed along the length of the unit on both sides and as symmetrical to the centre of gravity as possible.

5. If this cannot be achieved due to the specific nature of the cargo unit, the Shipper must

indicate areas in the drawings mentioned above, where half-loop lashings, made ode of wire rope or chain, can be attached. This area must be evenly distributed along the length of the unit and as symmetrical to the centre of gravity as possible.

6. The breaking strength of securing points should be declared and specified in the Shipper’s

documents. If any fittings on the cargo unit, which is not intended for securing, but may be used for securing, due to their strength, this should also be clearly advised by the Shipper, in writing.

- 16 -

5.4.3 Category C cargo units

1. This category includes heavy open steel constructions with dedicated lifting facilities and

securing points and defined bedding area along the frame girders. Examples of such units are steel crates containing semi-arranged industrial plants.

2. The lifting of such units will usually be performed by one of the methods (a), (b), (d), (e).

3. Drawings of the unit is required showing side view, front view and top view in

Scale 1:100 with particular emphasis on the lifting facilities, the bedding area and the Securing points. The centre of gravity of the cargo unit should be indicated.

4. The breaking strength of each lifting fitting, in case of four fittings, must not be

less than the weight of the unit. This provides for a safety factor of four. If the lifting fittings consist of four eye plates, the diameter of the eyes, should not be less than given in this standard.

5. The total breaking strength capacity of the securing points must be not less than 3.2 times

the weight of the unit. The arrangement of these securing points must be symmetrical with regards to the centre of gravity of the unit. Each securing point should have a breaking strength of no less than 200 kN.

6. The natures of these cargo units allows an effective securing against transverse sliding by

the use of timber blocked against the frame girders of the unit or by welding stoppers to the deck or hatch cover, if feasible.

7. If securing points consist of eye plates or similar fittings, the diameter should not be less

than given in sub-chapter 14 of this standard.

8. The breaking strength of lifting points and securing points on the cargo unit must be declared and specified in the Shipper’s documents.

- 17 -

5.4.4 Category D cargo units

1. This category includes project cargo without special lifting facilities. Lifting areas are

usually marked on the unit. The units are covered with comparatively light metal or wooden casing. Examples of such units are wooden cases and cable drums. There are generally no securing points. Lifting will be performed by one of the loop methods, except if there is a special lifting fitting accessible through apertures in the outer casing.

2. A scale drawing is normally not required, but the Shipper’s documents must include the

length, breath and height of the unit, as well as the gross mass and the position of the centre of gravity. The Shipper shall also declare that the cargo inside the casing is solidly bolted or otherwise connected to the bottom platform or other framework of the unit.

3. It is urgently necessary that the desired positions of lifting slings or apertures for access to

lifting fittings are clearly marked on the unit, as appropriate, or other lifting appliances like lifting of cable drums, are advised. The breaking strength of the total of lifting appliances shall be no less than four times the weight of the unit. This strength shall be declared in the Shipper’s documents.

4. The bedding of such units does normally not require special information from the Shipper,

beyond what is mentioned above, for properly spreading the load on the stowage area. Heavy cable drums need a good cribbing construction of timber beams for this purpose.

5. Securing of such units is sometimes difficult, if they are not stowed in a tight tier pattern.

The Shipper should state in his documents, whether the structural strength of the outer casing of the unit is sufficient for securing by head-loops, assuming a securing force to each side of 50% of the weight of the unit. This is of particular importance, if the unit is shipped on deck. Alternatively, transverse forces against sliding must be compensated by blocking with timber shoring or by welded stoppers to the bottom framework of the unit.

- 18 -

5.4.5 Category E cargo units 1. This category includes open, irregular shaped construction parts of moderate weight,

without specific bedding area and without specific lifting fittings or securing points. Examples of such units are crane booms and lattice girders. Lifting will generally be performed by one of the loop methods (c), (f), (h).

2. A scale drawing is generally not required unless the overall shape of the unit deviates

considerably from a block shape, or if there are special demands for lifting, bedding and securing. As a minimum, the Shipper’s documents must include length, breath and height of the unit, as well as the gross mass and the position of the centre of gravity, if it is not in the geometrical centre of the unit.

3. Bedding of the unit may require dunnage boards only, or blocks of squared timber for

supporting recessed areas.

4. Securing of the unit will generally be possible by attaching wire lashings, chain lashings or belt lashings around the construction. The Shipper shall clearly state that this method of direct securing, in a reasonable and seamanlike manner is acceptable to him, or advise an alternative method, like welding stoppers to the deck for sliding protection and some minor diagonal securing against tipping and racking.

- 19 -

5.4.6 Category F cargo units 1. This category includes vehicles on rubber wheels, steel tracks or steel wheels, with or

without defined lifting facilities and without defined securing points. Lifting will generally be performed by one of the methods defined in this standard or a combination of these methods. In addition, special lifting spreaders may have to be used.

2. A scale drawing is generally not required unless the overall shape of the unit deviates

considerably from a block shape, or if there are special demands for lifting and securing. As a minimum, the Shipper’s documents must include length, breath and height of the unit, as well as the gross mass and the position of lifting fittings and slinging areas, as well as securing points or strong areas for applying half-loop securing. The breaking strength of lifting points and securing points on the vehicle must be declared and specified as appropriate.

3. There are no specific problems with regards to bedding. Very heavy vehicles may require

cribbing of the wheels for distribution of the surface load. Vehicles on steel tracks require dunnaging for increase of friction. Information from the Shipper with regards to bedding is generally not required.

4. Sometimes vehicles, like busses, are difficult to secure against tipping, due to lack of

securing points in the upper part of the body and the impossibility to apply half loops. The use of air-bags, in combination with protection blankets, may be an appropriate solution, if other solid cargo units or ship’s structures, are in close and suitable vicinity. The Shipper should advise, in writing, whether this method of securing is acceptable to him.

- 20 -

5.4.7 Category G cargo units 1. This category includes all types of watercraft with more or less sensible hull surface and

more or less strong deck fittings for applying securing devices. Bedding areas are usually well defined. Lifting is generally performed by one of the methods (d), (g), (h).


with particular emphasis on the lifting fittings or lifting areas for applying wire or fiber belts and the bedding area or the attached cradle. The centre of gravity of the cargo unit should be indicated. The drawing should also show the position of suitable securing points on deck of the unit or elsewhere on the hull.

3. In addition, the Shipper should state any precautionary measures with regards to sensible

surfaces of the hull, deck edges and hawsers. The overall breaking strength of the securing points in the deck level of the unit must not be less than 1.4 times the weight of the unit, if there is no solid cradle provided. This figure proposes that about half of the numbers of transverse lashings are guided from the deck edge under the keel to the other side and vice versa. The application of half-loops with appropriate edge protections may be a suitable alternative.

4. If a solid cradle is supplied, which reaches sufficiently up on the sides of the unit and can

safely (without deformation) resist transverse forces of 0.8 times the weight of the unit, then a pure vertical securing of the unit with a total MSL capacity of 0.4 times the weight of the unit, is generally sufficient. This approach, however, requires the securing of the cradle by means of sufficiently strong and well distributed securing points with an overall breaking strength of 2.8 times the weight of the unit, including the cradle.

5. The breaking strength of lifting points and securing points, on the unit and on the cradle,

must be declared and specified in the Shipper’s documents.

- 21 -

5.4.8 Category H cargo units 1. This category includes ultra large and particular high units, which must be loaded on the

hatch top. The unit may exceed the stowage level “on deck high” as stipulated in the Annex 13 to the CSS-code. Examples of such units are portal cranes, cold boxes and semi-assembled container carriers. Bedding is irregular, sometimes small and may need special timber constructions. Lifting is generally performed by a special arrangement, according to the nature of the unit.


with particular emphasis on the lifting fittings, if applicable and the bedding areas. The centre of gravity should be indicated.

3. If the unit is fitted with securing points, their total breaking strength should be not less than

3.4 times the weight of the unit, and they should be evenly distributed and symmetrical to the centre of gravity as possible.

4. If this cannot be achieved, due to the specific nature of the unit, the Shipper must indicate

area in the drawings mentioned above, where half-loop lashings made of wire rope or chain, properly wrapped, can be attached. These areas must be evenly distributed along the length of the unit and as symmetrical to the centre of gravity as possible.

5. The breaking strength of securing points should be declared and specified in the Shipper’s

documents. If any fittings on the unit, which are not intended for securing, but may be used for securing due to their strength, this should be clearly advised by the Shipper in writing.

6. As the securing against tipping may require the fastening of lashings on the top sections of

the unit, the Shipper should provide a safe access to these areas.

- 22 -

5.5 Lifting methods

There are a number of basic methods for lifting heavy cargo units by ship’s gear or by floating crane:

a) direct slings from hook connected to cargo unit by shackles,

b) direct slings from hook connected to slinging fittings on cargo unit,

c) loops of slings from hook,

d) direct slings from lifting beam connected to cargo unit by shackles,

e) direct slings from lifting beam connected to slinging fittings on cargo unit,

f) loops of slings from traverse lifting beam

- 23 -

5.6 Calculation of slings

The safety of lifting a heavy cargo unit should be checked by a calculation. In this calculation the deviation angle of the lifting slings form the vertical direction must be taken into account. This angle should be estimated or established by a suitable sketch of the lifting arrangement. In the case of a symmetrical lifting arrangement with the usual four lifting slings, it can be assumed that the load is evenly distributed to all 4 slings.

The load per sling is then found by the following formula:

Load per sling = m/(4.cos y)

M = mass of cargo unit [t] y = deviation angle of sling from vertical direction

It should be noted that local regulations (Australia) may call for two of the slings to support the mass, i.e. for a 20 tons lift, each sling must be 10 tons SWL.

- 24 -

Example: mass of cargo unit = 136t number of slings = 4 angle of deviation = 30 load per sling = 136 / (4.cos30 ) = 39.3t The established load per sling must not exceed the SWL of the sling and of any shackle used for connecting the sling to the cargo unit. If the sling is taken in a double lay with a bend around a shackle of traverse bolt, the reduction of strength due to the bend must be taken into consideration in the lifting calculation (refer to sub-chapter 1.5 of this standard). In case of an asymmetrical lifting arrangement the required individual length of lifting slings need to be established and a more sophisticated calculation is necessary. In all cases, it is mandatory that C of G and mass is properly marked on each unit.

- 25 -

6. Heavy Lift Instruction and checklist (Return to table of contents)

- 26 -

- 27 -

- 28 -

- 29 -

- 30 -

- 31 -

- 32 -

7. Bedding and weight distribution (Return to table of contents)

7.1 Permitted deck pressure on own and chartered vessels: The PSL-values met onboard own and chartered vessels will off cause vary depending on the vessels size and type. Generally the values will between bellow mentioned figures.

• Tank-top: 7,5 t/m2 - 20,0t/m2

• Tween-deck: 2,0 t/m2 – 5,0 t/m2

• Hatch covers: 1,5 t/m2 – 3,0 t/m2

7.2 Bedding material The general purpose of proper bedding of heavy cargo units on board ships is to provide a solid base for the accommodation of the securing arrangement. Furthermore, the bedding shall distribute the weight of the unit evenly to the stowage area keeping the load within the permissible surface load. Finally, the bedding shall affect a high friction coefficient between the cargo unit, the bedding material and the stowage surface of the ship.

7.3 Wooden dunnage

Is the cheapest means for providing good friction. It can however be only used for the bedding of heavy units if the bedding area of the unit is flat and the permissible surface load of the stowage area is not exceeded. The positioning of dunnage planks should take account of supporting beams under the deck or tank-top.

7.4 Squared timber beams

Are the traditional means for bedding of heavy units and load distribution from the bedding area of the unit to a larger stowage area. The following cross-sections are preferably used:

Nominal cross-section [cm] 10 x 10 15 x 15 20 x 20 Section modulus [cm3] 150 550 1300

Section module of squared timber.

Note: The permissible tensile strength for the conifer timber for short time use (25 days) is 1 kN per cm2 along the grain. The MSL of conifer timber in terms of pressure is 0.3 kN per cm2 normal to the grain.

Squared timber beams for bedding heavy unit

- 33 -

7.5 Timber brackets (cramps)

For the construction of beddings and blocks should have a diameter at their back of at least 2cm.

7.6 Steel beams Are a suitable alternative for timber beams when the spreading of load over a large area is required. The preferred type of beams is H-beams with broad flanges equivalent to the German standard IPB DIN 1025–St 52-3. The preferred dimensions

Dimensions b x h [cm] 10 x 10 12 x 12 14 x 14 16 x16 18 x18 20 x 20 Section modulus [cm3] 90 144 216 311 426 570

Table: Section module of steel beams.

Note: The permissible tensile strength of these steel beams for bedding purposes is 20 kN per cm2.

7.7 Steel cradles For water craft or similar shaped heavy units are occasionally supplied by the shipper. It should be borne in mind that these cradles, if designed for road or rail transport, may be of insufficient strength for sea transport regarding transverse and longitudinal forces. If there is any doubt about the strength of such a cradle the securing arrangement should only rely on the vertical support of the cargo unit by the cradle but not on any horizontal support. Strengthening of a cradle by welding additional construction members may also be considered.

7.8 Principles of bedding of heavy cargo units

The bedding of a heavy cargo unit with a flat bottom, in the lower hold of a ship, will normally only require transverse dunnage planks laid precisely on top of the double bottom girders. However, square timbers or even steel beams are necessary, if the mass of the unit divided by its bedding area exceeds the permissible surface load (PSL) on the tank top. In this case, the timbers or steel beams must be laid across the double bottom girders (at right angles) and cover an area, which can bear the load without exceeding the PSL.

- 34 -

The same principle applies to stowage areas in the tween deck, on the weather deck and on hatch covers. Hatch covers, which are equipped with container shoes, have strong girders, in the way of these fittings only, and a comparably low PSL in between. The number of beams, required for proper bedding and load distribution, depends on various parameters and can be identified by a simple calculation. N = m . g . (r – s) / (8 . W) for timber beams, permissible tensile strain = 1 kN/cm2. N = m . g . (r – s) / (160 . W) for steel beams, permissible tensile strain = 20 kN/cm2.

N = number of beams to be used m = mass of the cargo unit in tons g = gravity acceleration 9.81 m/s2

r = length of beams in cm. s = loaded length of beams in cm. W = section modulus of beams in cm3 (see sub-chapter 1.3 of this standard.

Bedding of heavy cargo unit on timber or steel beams.

The following example shows the way of such calculation: On a given ship, the PSL of the lower hold is 8 t/m2. A cargo unit of 160 t, with a bedding area of 3 x 5 m, shall be stowed on the tank top. The required stowage area is 20 m3 in order to keep within the PSL. Timber beams of 20 x 20 cm, providing a section modulus of 1300 cm3, and 4 m length are used to spread the load. The loaded length of these beams is 3 m. The required numbers of beams are:

N = 160 . 9.81 . (400 – 300) / ( 8 . 1300) = 15

If, for the same purpose, steel beams of 12 x 12 cm, providing a section modulus of 144 cm3, were used, the required number of beams would be:

N = 160 . 9.81 . (400 – 300) / (160 . 144) = 7

- 35 -

7.9 ISO platforms

Are an alternative to timber or steel beams, on stowage areas equipped with container bottom fittings for spreading the load of heavy cargo units. There are two limiting parameters:

The platform or flat rack must not be overloaded.

The permissible stack load of the stowage area must not be exceeded.

The nominal payload of a platform or flat rack is the limit for lifting the loaded unit. For the use as a bedding area, this payload may be exceeded by 100% in the lower hold, and by 20% on the hatch top, provided the platform or flat rack is supported by dunnage planks, in order to prevent a negative bending. If this extended load capacity is not sufficient to carry the actual load, two platforms should be placed on top of each another and stuffed with dunnage planks in the gap, in order to transfer the load from the top platform to the bottom platform. An example, can demonstrate the proper use of platforms for load distribution. On a given ship with 20’ container shoes in the lower hold and a maximum stack mass of 90 t, a heavy cargo unit of 160 t, with a bedding area of 3 x 5 m, shall be stowed on two 20’ positions on ISO platforms. The nominal payload of each platform is 24 t. If exceeded by 100% for bedding purposes, the total capacity for two single platforms would be 24 . 2 . 2 = 96 t. This the platforms must be doubled to accommodate the cargo unit of 160 t. Stuffing with dunnage of correct thickness is necessary under the lower platforms in order to prevent a negative bending, and in the gap between the platforms to transfer the share of load from top to bottom platforms.

Bedding a heavy cargo unit on ISO platforms.

- 36 -

The distribution of load from the bedding area of the cargo unit to the stowage area on one or more platforms follows the same principle as outlined in paragraphs 1 to 5 of this sub-chapter.

- 37 -

8. Securing of cargo (Return to table of contents)

8.1 Assessment of securing arrangements

It should be kept in mind that safely secured cargo in board a seagoing ship, is an indispensable pre-condition for the seaworthiness. Therefore, safe stowage and securing of cargo is a major shipboard operation in the light of Chapter 8 of the ISM code, and requires the proper attention of the Master and the officers concerned.

When planning the stowage and securing of cargo units, which are particular sensitive to external forces in terms of mass, dimensions, value, unusual shape or other properties, the following principles should be borne in mind:

Selection of the appropriate stowage pattern Consideration of the location of stowage Consideration of the season of the year and the area of navigation Consideration of the ship’s stability Consideration of the duration of the voyage Increase of friction by dunnage Distribution of load to the stowage area Application of direct securing, as much as feasible Provision of homogeneous securing devices as elements of equal MSL Composition of homogeneous securing arrangements.

8.2 CSS Code and its Annexes, in particular:

Annex 1: Safe stowage and securing of containers on deck of ships, which are not specially designed and fitted for carrying containers.

Annex 4: Safe stowage and securing of wheel-based cargoes.

Annex 5: Safe stowage and securing of heavy cargo units, such as locomotives, transformers,

etc. etc.

Annex 13: Methods to assess the efficiency of securing arrangement for non-standardized cargo.

• When deciding on the number of securing devices for a particular cargo unit, it should be kept

in mind that the minimum number is two devices on each side for absorbing transverse forces. These devices may have components to fore and aft, in order to withstand also longitudinal forces. A simple rule of thumb for the determination of the required of devices on each side of the unit, above this minimum number of two, is given in paragraph 6 of the Annex 13 to the CSS Code. This rule of thumb, however, may require too many lashings, in particular on large ships with moderate stability. It is therefore recommended to use the advanced calculation method, according to Annex 13 to the CSS Code.

• The assessment of a securing arrangement should have a theoretical part, consisting of a

calculation according to Annex 13 of the CSS Code. It must however include a visual

- 38 -

inspection at the stowage location, where the practical aspects should be checked. For this purpose, a checklist shall be uses, as provided in Annex 2 to this Standard.

• An example of the calculated balance of forces and moments, according to the Annex 13 of

the CSS Code, is shown in Annex 3 of this standard. This example shows clearly that the calculation method in Annex 13 of the CSS Code does not provide a “fool proof” method for the determination of a proper securing arrangement. It can and shall only serve as a tool to assess a securing arrangement, which has been planned and implemented along the principles of good seamanship and securing practice.

9. General principles of cargo securing (Return to table of contents)

1. Cargo shall be secured according to recognised principles, taking into account the dynamic forces that may occur during sea transport and the most severe weather condition expected. Ship handling decisions should take into account the type of cargo and stowage position of the cargo and the securing arrangements.

• Care should be taken to distribute the forces as evenly as possible. • If in doubt the lashing arrangement should be verified using an acceptable calculation method. • The securing gear should be adapted to the cargo to be carried. • Lashings are to be kept as short as possible.

2. Prior to loading cargo, the following should be checked: • Relevant deck areas are, as far as practicable, to be clean, dry and free from oil and grease. • Cargo, cargo transport unit or vehicle to be suitable for transport. • Necessary securing equipment is to be found onboard.

3. The securing equipment should be:

• available in sufficient quantity including reserves • suitable for the purpose** • of adequate strength* • practical and maintained** • The required strength, which depends on the lashing forces, can be calculated based methods

for evaluating forces as outlined in this manual.

4. Securing operations shall be completed before the ship leaves the berth • The securing should be based on proper planning, execution and supervision. • Relevant personnel should be properly qualified and experienced and should have a sound

practical knowledge of the application and content of this Cargo Securing Manual. • The master shall take care in planning and supervising the stowage and securing of cargoes

based on information about the cargo. • The cargo is to be distributed with attention to the ship stability so that the hazards of

excessive accelerations are reduced as far as practicable. • Due attention to the ship’s structural strength should be taken. • Excessive accelerations are expected to occur in the far forward and aft part of the ship, but

can also occur in general as a result of a high GM value.

5. Cargo units shall be provided with a Cargo Stowage and Securing Declaration,

- 39 -

stating that the cargo has been properly stowed and secured, taking into account the IMO/ILO Guidelines for Packing Cargo in Freight Containers or Vehicles. In general, cargo carried in containers, road vehicles, ship borne barges, railway wagons and other transport units should be properly packed and secured within these units. Relevant expertise should be called for, if found necessary, when considering the shipment of a cargo with unusual characteristics, i.e. cargo which may require special attention to location, stowage/securing and weather conditions.

Different commodities should be compatible with each other or suitable separated Cargo must be suitable for the ship and vice versa

6. If the duty officer considers that a cargo is not safely secured to a cargo unit, measures shall be taken to avoid shifting of the cargo. If adequate measures are not possible,

due to the nature of the cargo or lack of securing points, the cargo unit shall not be taken on board. Reference in this respect is made to TfK Report 1990:6E “Loading and Securing Cargo on Load Carriers, Advice and instructions”.

7. The securing arrangements shall be adequate to ensure that there will be no

movement which will endanger the ship. Slackening of the securing gear due to cargoes which have a tendency to deform or to compact

during voyage shall be avoided. Cargoes with low friction coefficient should also be tightly stowed across the ship to avoid sliding. Suitable material such as soft boards or dunnage should be used to increase friction, ref. paragraph 7.2.1 of the CSS Code.

8. Cargo units containing hanging loads,

(e.g. chilled meat, floated glass) and very high cargo units are, because of the relatively high position of the centre of gravity, particularly prone to tipping.

Whenever possible they should be located in positions of least movement i.e. on the centre line, towards amidships and on a deck near the waterline.

9. Safe means of access to securing arrangements, safety equipment, and operational controls shall be provided and properly maintained.

Stairways and escape routes from spaces below the vehicle deck shall be kept clear. The cargo spaces should be, as far as practicable, regularly inspected during voyage.

10. Lashings shall not be released for unloading

before the ship is secured at the berth, without the Masters express permission.

11. Cargo shall not obstruct the operating controls of stern doors, entrances to accommodation and/or fire fighting

equipment.

12. Dangerous Cargo Shall be segregated, stowed and secured according to the IMDG code and valid instructions for this ship.

- 40 -

10. Sea Fastening – Lash plan (Return to table of contents)

10.1 Vessel Condition

Cargo Holds will be reasonably free from any foreign objects or material likely to cause physical damage, contamination, or chemical reaction with the Project Cargo. The Vessel’s Gear Register to be checked by the attending Port captain. The bilge pumping system will be in working order to remove standing water from the cargo hold and be free of any contamination as prescribed above.

10.2 Cargo Condition Al Packages and other cargoes to be shipped will be inspected for any damages weight and size before loading.

10.3 Sea Fastening & Lashing

10.4 Preparation – Dunnaging

The tank top of the vessel’s cargo hold (cargo hold floor) will be prepared by dunnage and/or square timber where this is required to avoid damages to cargo and Vessel and as part of the sea fastening procedure.

10.5 Stowage All packages will be laid in the cargo hold longitudinally and or latitudinal manner to the vessel subject to the most secure manner in order to maximize safe stowage. Where possible a minimum clearance of about 10 – 15 cm will be kept between cargo and vessels hull and between different unpacked packages and the vessel’s bulkhead for and aft to permit sufficient working space for unloading. The dimensions of the hatchways are longitudinally wide enough to allow each individual parcel to pass in a horizontal position through the hatch opening.

10.6 Stacking When stacking packages, the maximum stacking height agreed as per packing list will not be exceeded. The lighter parcels will be placed on the top of the stack.

10.7 Lashing All parcels will be individually lashed by means of lash wire (16 mm wire, 5 m/t shackles, 5 m/t turnbuckles and 16 mm wire clips or chains and binders). Any lashing points already existing on the vessel will be made use of. If any further lashing points are required such lashing points will be welded by experienced welders at points where ever welding is permitted. All lashings will be done in a manner as required for the individual package, by use of common sense and in compliance with the lashing manual issued by the flag state, Classification Company and ISM.

10.8 Heavy Lifts above 30 m/t may additionally be lashed with Chains. As an additional measure all cargo will be chocked by square timber (10 cm) and wedges, at all points where such method will give protection for cargo and or vessel.

10.9 Inspection During the entire voyage the crew will regularly inspect the sea fastening, in particular in the occasion of heavy weather, and will, if necessary, adjust the sea fastening.

- 41 -

11. Lashing calculations (Return to table of contents)

11.1 Scan-Trans are using a lashing program called LASHCONTM which is a MS EXCEL based calculation tool for evaluation of semi- and non-standardised securing arrangements provided by DNV The program calculates accelerations and balance of forces in semi- and non-standardised lashing arrangements in accordance with annex 13 to the Code of Safe Practice for Cargo Stowage and Securing (the CSS code) from IMO.

11.2 User requirements

In order to use the LASHCONTM - the user should be familiar with Microsoft products such as Excel and Word. This includes the use of mouse pointer.

The “LASCONtm IMO User Guide ver 9.1” is attached as a separate manual to this Company Standard. The program can be downloaded from the DNV web page.

11.3 Advanced calculation method

The advanced method is based on force equilibrium of internal inertia forces and external lashing forces. Additionally, the risk of tipping is evaluated on basis of moment equilibrium. Forces due to wind, sea and friction are accounted for. Elastic characteristics of lashings are not included. In advanced calculations only the vertical angle of lashings, �, is included. Calculated strength of lashing, CS, is MSL / 1.5.

For detailed theory outline, please refer to CSS, Annex 13.

11.4 Alternative calculation method

The alternative calculation method is based on force equilibrium of internal inertia forces and external lashing forces. Additionally, the risk of tipping is evaluated on basis of moment equilibrium. Forces due to wind, sea and friction are accounted for. Elastic characteristics of lashings are not included.

The alternative method accounts for both the vertical of lashings, �, and horizontal angle of lashing �. The alternative method approach is regarded as more accurate than the advanced method. Hence the utilization of lashing strength is higher. Calculated strength of lashing, CS, is MSL / 1.35.

11.5 Manual procedure for calculation of lashings

is found as an attachment to this Company Standard if the LASCONtm program is not available. The manual calculation method is based on the same calculation formulas as the program.

- 42 -

11.6 Lashing calculation basic rule-of-thumb

The seaman’s basic rule-of-thump for securing cargoes with a tendency to move during a moderate weather voyage is simply that the sum of the minimum breaking loads of all the lashings should be not less than twice the static weight of the item of cargo to be secured. That is, a single item of 100 tonnes weight requires the lashing used to have a total breaking load of not less than 200 tones - on the positive assumption that the lashings are all positioned in balance, efficient, and non abrasive manner. This rule may be adequate, or even too much, below decks – though the necessarily so in all instance – but it will not be adequate on the weather deck in instance where calm seas and fair weather passage cannot be guaranteed If wind force 6 and upwards together with associated wave heights are likely to be encountered lashings according to the rule-of thumb mentioned above will for deck cargoes at least most likely be insufficient.

11.7 MSL for different securing devices According to Annex 13 of the Code of safe Practice for Cargo Stowage “Maximum Securing Load” (MSL) is the term used to define the allowed load capacity for a device used to secure cargo to the ship. All equipment used for lashing should by the manufacturer or supplier be properly marked with MSL. If chains, shackles, rings and the like are not clearly identified as to their MSL´s use the stamp SWL as required by the vessels Cargo Securing Manual, thereby using a component which may have a breaking strength two times greater than needed. MSL for different securing devices are given in the bellow table if not given else where. The MSL of timber should be taken as 0.3 kN/cm² normal to the grain.

Material MSL Shackles, deck eyes, twist locks, lashing rods, D-rings, stackers, bridge fittings, turnbuckles of mild steel Fibre rope Wire rope (single use) Wire rope (re-useable) Steel band (single use) Chains Web lashings

50% of breaking strength

33% of breaking strength 80% of breaking strength 30% of breaking strength 70% of breaking strength 50% of breaking strength 50% of breaking strength

Determination of MSL from breaking strength

For particular securing devices (e.g. fibre straps with tensioners or special equipment for securing containers), a permissible working load may be prescribed and marked by authority. This should be taken as the MSL. When the components of a lashing device are connected in series (for example, a wire to a shackle to a deck eye), the minimum MSL in the series shall apply to that device.

- 43 -

11.8 Safety factor When using balance calculation methods for assessing the strength of the securing devices, a safety factor is used to take account of the possibility of uneven distribution of forces among the devices or reduced capability due to the improper assembly of the devices or other reasons. This safety factor is used in the formula to derive the calculated strength (CS) from the MSL and shown in the relevant method used.

CS = MSL/safety factor

Not withstanding the introduction of such a safety factor, care should be taken to use securing elements of similar material and length in order to provide a uniform elastic behaviour within the arrangement.

11.9 Technical Characteristics of materials – Sliding Factors

- 44 -

- 45 -

12. Fixed Securing Devices of vessels (Return to table of contents)

1. The fixed securing equipment for non-standardized cargo consists of securing points in the form of D-rings, egg-shaped securing rings or fixed lashing eyes, welded firmly to solid structures of the ship. On the tank top or in the tween-deck securing points may also consist of lashing pots welded flush into the deck.

2. Twisted D-rings fitting in the twist lock foundations will often be an option.

3. The strength of securing points in terms of MSL should be noted in the ship’s approved Cargo Securing Manual.

4. The tank-top of lower holds is normally fitted with D-rings of high tensile steel in a number of generally 4 for each 40’container stacking location. The MSL of each ring is 230 kN.

5. The tween decks should be equipped with D-rings of high tensile steel appropriate for the securing of 40’- containers with an MSL of not less than 200 kN each.

6. The hatch covers should be equipped with D-rings of high tensile steel appropriate for the securing of 40’- containers with an MSL of not less than 200 kN each. If the ship is not designed or adapted for the carriage of containers on deck a row of securing points on both sides of the cargo hatches should be fitted. The distance of these securing points along the hatch coamings should be not more than 1.5 meters from each other.

7. The sides and transverse bulkheads of lower holds and tween decks should be fitted with egg-shaped securing rings or lashing eyes of 100 kN MSL each, welded to frames at a lower and an upper position. The number of rings should be at least one per 8 m2 on the sides and one per 12m2 area on the transverse bulkheads.

- 46 -

13. Weldings, stoppers and dog plates (Return to table of contents)

- 47 -

- 48 -

- 49 -

- 50 -

14. Portable Cargo Securing Devices (Return to table of contents)

14.1 General

Portable securing devices are all lashing tools not mentioned in the fixed lashing devices. Securing material for non-standardized cargo is often supplied on demand rather than carried as permanent equipment. For this reason the provisions of this standard cannot always be met precisely. In case of deviations regarding dimensions, strength and elasticity of material an equivalent level of safety, compared to this standard, should be achieved at all times.

14.2 Application for portable securing devices 1. duration of the voyage; 2. geographical area of the voyage with particular regard to the minimum safe operational

temperature of the portable securing devices; 3. sea conditions which may be expected; 4. dimensions, design and characteristics of the ship; 5. expected static and dynamic forces during the voyage; 6. type and packaging of cargo units; 7. intended stowage pattern of the cargo units; and 8. mass and dimensions of the cargo units.

14.3 Samples of portable securing devices are:

1. D-rings, connecting saddles (caps) and lashing plates 2. Wires ropes 3. Wire clips 4. Shackles 5. Turnbuckles 6. Chains 7. Wire Grommets 8. Ropes 9. Web lashings 10. Ropes 11. Twist lock 12. lashing bar 13. e.g.

14.4 D-rings and lashing plates One of the most useful and common deck lashing terminal points is the D-ring made of drop-forged steel, either in single or double construction. The dimension of such rings governs their intrinsic strength together with the length, type and depth of weld attachment. The construction shown in the figures illustrate that A single D-ring with 15 tm break load will have weld-runs of 100mm length each side of the connecting saddle (called the cap). A single D-ring with 20 mt break load will have weld-runs of 130mm length each side of the connecting saddle

A single D-ring with 36 mt break load will have weld-runs of 140mm length each side of the connecting saddle

- 51 -

All for drop-forged material of yield strength well in excess of ordinary mild steel. The important thing to remember when assessing the weld connection for D-rings or any other form of welded terminal is that constructional and classification considerations require that the yield strength of the weld connection shall be at least equal to the intrinsic yield strength of the material welded. In other words, unless the yield strength and thickness of the sub-structure are known to be the same or better than the proposed lashing plate, play for safety. If necessary, decrease the size and increase the number of the lashing plates, and reinforce the sub-structure when terminal points are required to be welded to any part of the ship structure There is off cause a large range of ready-made lashing plates obtainable from specialist manufactures. A few of those lashing plates are illustrated bellow.

14.5 High tension steel Rings of high tension steel are always provides with certificate showing the Breaking load or the MSL. Scan-Trans operation will always supply order D-rings having a MSL of 350kN (if available)

14.6 Mild steel

Information on the MSL of securing points made of mild steel is not available; the MSL of such rings can be estimated by the formula:

MSL = 9,81 . d2 kN (d = bolt diameter in cm)

Fig. 1.1.1: Securing points of mild steel.

- 52 -

14.7 Chains

for securing of non-standardized and semi-standardized cargo are offered as long link chain and as short link chain, both with tension levers. Lashing chains are made of high tensile steel. The MSL for chains is 50% of the breaking strength. Due to different types of high tensile steel there is no simple rule of thumb for estimating the MSL if the breaking strength is unknown. Therefore, the supplier’s advice on the breaking strength is indispensable.

The advance of using chain resides under the normal loads, for which it is designed, it will not stretch. Thus if all chain lashings are set tight before the voyage and the cargo neither settles nor moves, there is no normal loading circumstances which will cause the chain to lose its tautness. For general it is used most effectively in relative short lengths. Scan-Trans use normally 13mm long link chains with a break load of 196 kN and a MSL of 98,1 Kn in a length of 6 m.

- 53 -

14.8 Wire ropes

are offered in different makes and dimensions. Generally, non-galvanized wire should be used as one-way material. The MSL for one-way material should be taken as 70% of the breaking strength. If the breaking strength information is not given by the supplier, or in case of doubtful reliability of the supplier’s document, the following table should be used to establish the MSL-value;

Diameter Make: 6 x 19 + 1 FC Or: 6 x 9 + 1FC

Make: 6 x 18 + 7 FC Or: 6 x 12 + 7 FC

12 mm MSL = 50 kN MSL = 25 kN 14 mm MSL = 68 kN MSL = 34 kN 16 mm MSL = 90 kN MSL = 45 kN 18 mm MSL = 114 kN MSL = 57 kN

Table: MSL-values of wire ropes.

The number of fiber cores (FC) indicates the flexibility of the wire rope and influences the strength.

Cross-sections of wire ropes.

The strength of wire ropes can be considerably reduced in case of bending around small diameter items like deck rings, shackles or turnbuckle yokes.

14.9 Wire clips are used to form eye straps or grommets from plain wire ropes. It is important to use the clip-size appropriate to the wire diameter. The following table shows the appropriate clip size with regard to the wire diameter.

wire diameter metric size of clips non-metric size 12 mm 12 mm 1/2” 14 mm 14 mm 5/8” 16 mm 16 mm 5/8” 18 mm 18 mm 3/4”

Table: Appropriate size of wire rope clips.

14.10 Shackles

for securing purposes are offered by suppliers either of normal mild steel or of high tensile steel with lesser weight and dimensions. It should be borne in mind that a lesser diameter of the shackle bolt or yoke material might cause a narrower bend of the wire rope and thus a greater reduction of its strength due to this bend. This is however without regard if the shackle is used between a deck ring and a turnbuckle.

- 54 -

Lashing shackles should have a collar, which will prevent the bolt to slip out of the yoke if the shackle is deforming when loaded above the yield limit (which is above the MSL).

Fig. 1.3.2: Typical lashing shackles.

The MSL of shackles is 50% of the breaking strength. If the breaking strength information is not given by the supplier, or in case of doubtful reliability of the supplier’s document, the following formula should be used to establish the MSL-value of shackles made of normal mild steel:

MSL = 9,81 . d2 kN (d = bolt diameter in cm)

14.11 Turnbuckles

for securing of non-standardized cargo are offered in different sizes and breaking strengths. The MSL of turnbuckles is 50% of the breaking strength. If the breaking strength information is not given by the supplier, or in case of doubtful reliability of the supplier’s document, the following formula should be used to establish the MSL-value of turnbuckles made of normal mild steel:

MSL = 9,81 . d2 kN (d = thread diameter in cm)

It is important to check the welded connections of the yokes to the nuts. The welded seams should be guided fully around the joining. The nuts should have sufficient size and length.

Hamburger turnbuckle. 14.12 French grommets

are useful elements for applying lashings on various locations and fittings. They provide additional elasticity if used in combination with chains. If they are made of 20 mm wire rope of the make 6x19+1FC, they will have an MSL of at least 156 kN depending on the shackle diameter. They are considered as re-useable material.

French grommet

- 55 -

14.13 Fiber straps (web lashings)

with ratchet tensioners are useful only for friction securing because they provide a good elasticity and a durable pretension of up to 10 kN. This pre-tension however, is quickly lost if the straps are subjected to repeated elongation in a direct securing application. The MSL of fiber straps should be taken as 40% of the breaking strength considering a re-use. As fiber straps are manufactured of different materials, the supplier’s advice on the breaking strength is indispensable.

- 56 -

14.14 Polypropylene rope / Polypropylene Hercules should generally not be used for the securing of heavy cargo units. However, it may be useful for the securing of small items attached to such heavy units. The MSL of such ropes are 33% of the breaking strength. If the breaking strength information is not given by the supplier, or in case of doubtful reliability of the supplier’s document, the following formula should be used to establish the MSL-value of such ropes:

MSL – 4 . d2 kN (d – rope diameter in cm)

The soft wire inside the Hercules rope does not contribute to the strength of the rope. It only helps to stiffen the rope when tightened by a turn stick.

- 57 -

15. Guidance for the application of material (Return to table of contents)

15.1 Lifting slings

Lifting wires for heavy lifts must never be used in the form of running straps. The eyes of lifting slings must either be hooked on the lifting tackle or fastened by shackles or traverse bolts. Large cargo hooks on heavy lift lifting tackle should be greased in order to enable the slings to settle smoothly into position during tightening. If lifting slings are taken in a double lay, the reduction of strength, due to the bend at the shackle or traverse bolt, must be taken into consideration.

15.2 Strength reduction in wire rope due to bend or sharp corners The strength reduction of a wire rope of the make 6x19+1FC or similar, which is subjected to a narrow bend or sharp corner, can be estimated by the following table. This table gives the residual strength as a percentage of the nominal breaking strength. It shows the influence of the ratio bend diameter b / wire diameter d. The more favorable figures are obtained, if both a part of the wire is evenly loaded, i.e. the wire rope does not slip in the bend.

Fig 1.5.2: Bend diameter and rope diameter.

Ratio b/d 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 Rope steady in the bend 50% 65% 72% 77% 81% 85% 89% 93% 96% 99%

Table 1.5.1: Residual strength of wire ropes in a bend.

- 58 -

15.3 Clips If wire clips in wire rope lashings are sufficient in number and tightness, the rope can be considered as steady in the bend. In addition, lifting wire slings under load are generally steady in the bend. The strength of a wire rope, which is guided through a frame notch for cargo securing purposes, should be taken as 25% of the nominal breaking strength, due to the sharp corners in the notch.

- 59 -

15.4 Wire rope lashings

15.4.1 There are different ways to produce a wire rope lashing by means of wire clips and a turnbuckle. Some of these are unfavorable or even unsuitable. This standard defines three types of wire rope lashing, which are to be used for securing heavy cargo units.

Wire rope lashings of types A, B and C.

15.4.2 Type A, is the standard type, which should be used in general for direct connections between a securing point on the cargo unit and a securing point on the ship. This type requires four wire clips, which are easy to apply at a convenient working level. Any strength reduction by the bend of the yoke of the turnbuckle is compensated by the doubling of the wire rope at that bend. The strength of the doubled wire depends only on the bend diameter at the top of the lashing and on the MSL of the wire itself. The MSL of the turnbuckle, the shackle and the securing points on the ship and on the cargo unit, must be taken into account, when judging the MSL of the whole lashing.

15.4.3 Type B, is an alternative, which should be used only, if the turnbuckle is of insufficient strength, i.e. for preparing a class 1 lashing of 80 kN MSL with a turnbuckle of 40 kN MSL.

15.4.4 Type C,

requires wire rope of greater diameter and included double the number of clips for obtaining the same results. This type should be preferred for securing of large units with half-loops.

- 60 -

15.5 Clipped grommets, A clipped grommet, which is used for a lashing connection to a frame notch, must be prepared in the same way as a type A wire lashing. The MSL of this clipped grummet can be taken as equal to the MSL of the wire rope, i.e. the residual strength is 4 times 25%. Clipped grommet in frame notches should not be used for class 1 lashings.

The number of clips in a wire rope lashing must not be less than shown in Figures 1.5.3 and 1.5.4 as appropriate. The U-bolts must sit on the dead ends of the wire. Nuts must be tightened until the dead end of the wire rope is visibly compressed.

Fig. 1.5.4: Clipped grommets at frame notches.

15.6 Welded stoppers for sliding prevention In certain cases, the securing of a heavy cargo unit, against sliding, can be favorably achieved by the welding of stoppers in the form of simple plates or pieces of H-profiles on to the stowage surface and subsequent blocking of the unit to these stoppers, by wooden wedges or square timbers. The surface of the welding ground should be in an appropriate condition with respect to thickness and cleanliness (rust). Welding on ship’s structures, which contribute to the structural strength of the hull, is not allowed. Welding on the tank top of fuel tanks is strictly forbidden.

A single on-lay weld seam can be assumed to have a thickness of a = 4mm. The permissible shear strain is approximately 10 kN/cm2. Thus, a one-lay weld seam provides a MSL of 4 kN per cm. length. Similar, a three-lay weld seam with a thickness of a = 10mm. to provide a MSL of 10 kN per cm. length. As an example, (refer to Fig 1.5.4) the shear MSL of a plate of 20cm. bottom length, welded down with an on-lay seam on both sides, will be 2 .20 . 4 = 160 kN.

Welded stoppers for sliding prevention.

- 61 -

15.7 Blocking with timber

- 62 -

Typical timber blocks or shoring

15.8 Securing of units without securing points

Heavy cargo units, without securing points, unless reliably secured by timber blocking, must be secured by half loop lashings or by direct lashings to head loops. The application of half loops or head loops to cargo units with sensitive surfaces or fragile casing may need the use of corner protections and/or appropriate strengthening of loaded areas by use of dunnage or square timber. The instructions of the Shipper, with regards to protective measures, must be observed.

Fig. 1.5.7: Friction loop and silly loop lashings

Half loop and head loop lashings

- 63 -

15.9 Examples of class 1 to class 4 lashings

15.9.1 Class 1 lashings with a MSL of 80 kN are to be assembled using elements of MSL values or dimensions as shown in bellow fig.

Typical class 1 lashings



- 64 -



15.9.4 Class 4 lashings (Spanish windlass) with a MSL of 20 kN can favorably be prepared by synthetic fiber rope or Hercules rope. To achieve the required MSL, a fiber rope or Hercules rope of minimum 5 kN must be taken fourfold. More lays than four, are not useful, because of the uncertain load distribution among the lays. Turn sticks should have a cross-section of not less than 3 x 3 cm., made of hardwood and should be placed at half the length of the lashing. After tightening the lashing, the turn stick must be secured against rewinding.

Class 4 lashing (Spanish windlass)

- 65 -

16. Applicable advises from the CSS Code (Return to table of contents)

16.1 Containers 16.1.1 Handling

1. Instructions on the proper handling of the securing devices on containers (and other standardized cargo):

a) All loose securing elements have to be applied according to this Cargo Securing Manual. b) It is recommended to have only one type of twist lock on board. If more than one type of

twist locks, the different types should be clearly identified.

c) All twist locks in use have to be locked.

d) Twist locks must be inserted so that opening devices are accessible for opening.

e) Adjustable pressure- or tension / compression elements have to be set with a minimum clearance to the longitudinal bulkhead in order to reduce the movement within the container block.

f) Damaged containers are not allowed to be loaded.

g) Cargo carried within the standardized cargo units should be packed and secured within

these units. The same principles to stowage and securing of cargo inside the containers should be applied as the same cargo being stowed conventionally onboard.

h) The skirts of the bottom rails of the container should not be allowed to come in contact

with the underlying dunnage. These structures are not strength members, and will buckle and give way if placed on dunnage.

16.1.2 Stowage and Securing Instructions

1. Possible consequences from misuse of securing devices or misinterpretation of instructions given might result in the following:

a) Exceeding the maximum stack mass may result in: • overstressing hatch cover construction • overstressing stowage and securing devices • damaging containers or loss of containers overboard • When twist locks are not locked properly this may result in: • overstressing stowage and securing devices • damaging containers or loss of containers overboard

b) When lashings are not applied in the relevant places this may result in: • overstressing of twist locks • damaging containers or loss of containers overboard

- 66 -

c) When the weight distribution in the stack is not like prescribed in this manual this may result in:

• overstressing stowage and securing devices • damaging containers or loss of containers overboard d) If the maximum GM - value in the stowage plan is exceeded this may result in: • higher transverse accelerations • overstressing stowage and securing devices • overstressing the ship structure • damaging containers

16.2 Safe stowage and securing of pipes

16.2.1 General

1. Large diameter pipes are shipped as single units. Large diameter pipes can be either coated or none coated. The ends of the pipes may be plain, provided by bevelled ends for welding purposes, or with collar ends. The ends are often protected by plastic caps.

16.2.2 Handling

1. Every type of pipe will be handled differently and requires in many occasions special loading gear. Any type of damages either to the outer or inner circumstances or ends is to be avoided.

2. The use of forklift should be avoided.

3. Pipes are lifted either by means of copper or Teflon coated steel hooks attached to each end or

by means of adequate belts (never by means of chains or wire).

16.2.3 Stowage

1. Large pipes are always to be stowed in fore and aft direction in order to avoid shifting during voyage. Loading stats from the tank top on which sufficient layers of flat dunnage or squared timbers are laid, usually about 3 meters apart. In case of collar type pipes large size squared timber is to be used in order to keep the collars free from the tank top.

2. The stowage starts at one side of the hold and the remaining empty space other side of the hold

is filled by means of wooden stools being composed of crosswise laid and nailed pieces of square timber.

3. In case of collar type pipes it is obvious that every layer, in view of the collar, is loaded with

the collar alternatively in fore and aft direction.

4. The pipes can be either stowed in layers with squared timber between or nested which off cause will save space.

5. Following formula can be used for calculation of the calculated pipe height of the nested pipes:

n = ((OD + (SQR(3x(OD x OD)) x (OD -1)) / K13 n = nested OD = dia of pipe K = number of tiers SQR = square root

- 67 -

6. The stacking limitation is regulated in A.P.I. rules (see attached API file) and it is preferable to

inquire with and get a written confirmation from the shipper. 7. Polythene or epoxy coated steel pipes will require padding to be laid between the pipes, such as

straw filled plastic strips, this according to the instruction from the shipper.

16.2.4 Deck stowage 1. Is performed most commonly as pyramid fashion over the hatch covers from side to side of the

deck. The key points in this stowage are the bottom stowed pipes on both sides of the deck which should be adequately supported either by strong bulwark or by pieces of steel beams welded on deck in case of an opening railing at the ship’s side.

2. In order to keep the stow on deck and over the hatches level, this type of stowage requires large

quantities of squared timber to be used.

3. In view of the rather complex procedure to be followed for this type of stowage it is required to call in expert advice.

16.2.5 Lashing and securing

1. The lashing of under deck stowed pipes is usually performed by chocking all empty spaces in the tops stow and pulling a number of steel wires over top. These wires are attached to available pad eyes in the ship’s side deeper in the stow. The lashing wire should be provided with two turnbuckles as the wire over this length is bound to stretch much more than the compensating capacity of a single span screw.

2. If the pipes are nested another possibility would be an Olympic lashing tightened up by

hydraulic equipment.

3. At the open end of the stows advisable to secure the top stowed pipes to the bulkhead by fitting a wire athwart ships in the front of the layer and pulling it at regular intervals to the bulkheads by pass through the inside of the pipe.

4. An alternative system is to hook shackles to the pipes ends and to secure them to the bulkhead

by leading a small sized wire through the available eye of the shackle.

16.3 Safe stowage and securing of coiled sheet steel

16.3.1 General 1. This annex deals only with coiled sheet steel stowed on the round. Vertical stowage is not dealt

with because this type of stowage does not create any special securing problems. 2. Normally, coils of sheet steel have a gross mass in excess of 10 tonnes each.

16.3.2 Coils

1. Coils should be given bottom stow and, whenever possible, be stowed in regular tiers from side to side of the ship.

2. Coils should be stowed on dunnage laid athwart ships. Coils should be stowed with their axes

in the fore – and – aft direction. Each coil should be stowed against its neighbour. Wedges

- 68 -

should be used as stoppers when necessary during loading and discharging to prevent shifting (figures 1 and 2).

3. The final coil in each row should normally rest on the two adjacent coils. The mass of this coil

will lock the other coils in the row.

4. If it is necessary to load a second tier over the first, then the coils should be stowed in between the coils of the first tier (figure 2).

5. Any void space between coils in the topmost tier should be adequately secured (figure 3).

Figure 1 – Principle of dunnaging and wedging coils

Figure 2 – Inserting of locking coils

- 69 -

Figure 3 – Shoring and chocking in voids between coils

Figure 4 – Securing of top tier against fore-and-aft shifting (view from top)

16.3.3 Lashings 1. The objective is to form one large, immovable block of coils in the hold by lashing them

together. In general, strip coils in three end rows in the top tier should be lashed. To prevent fore-and-aft shifting in the top tier of bare-wound coils group-lashing should not be applied due to their fragile nature; the end row of a top tier should be secured by dunnage and wires, which are to be tightened from side to side, and by additional wires to the bulkhead. When coils are fully loaded over the entire bottom space and are well shored, no lashings are required except for locking coils (figures 4, 5, and 6).

Figure 5 – Securing of end row in top tier against fore-and-aft shifting

- 70 -

Figure 6 – Securing of end row in top tier against fore-and-aft shifting (view from top)

2. The lashings can be of a conventional type using wire steel band or any equivalent means.

3. Conventional lashings should consist

of wires having sufficient tensile strength. The first tier should be chocked. It should be possible to re-tighten the lashings during the voyage (figures 5 and 6).

4. Wire lashings should be protected

against damage from sharp edges.

5. If there are few coils or a single coil only, they should be adequately secured to the ship, by placing them in cradles, by wedging, or by shoring and then lashing to prevent transverse and longitudinal movement

- 71 -

6. Coils carried in containers, railway wagons and road vehicles should be stowed in cradles or specially made beds and should be prevented from moving by adequate securing.

16.4 Safe stowage and securing of heavy metal products

16.4.1 General

1. Heavy metal products in the context of this Code include any heavy item made of metal, such as bars, pipes, rods, plates, wire coils, etc.

2. The transport of heavy metal products by sea exposes the ship to the following principal

hazards:

3. Overstressing of the ship's structure if the permissible hull stress or permissible deck loading is exceeded;

4. Overstressing of the ship's structure as a result of a short roll period caused by excessive

metacentric height;

5. Cargo shifting because of inadequate securing resulting in a loss of stability or damage to the hull or both.

16.4.2 Recommendations

1. The cargo spaces in which heavy metal products are to be stowed should be clean, dry and free from grease and oil.

2. The cargo should be so distributed as to avoid undue hull stress.

3. The permissible deck and tank top loading should not be exceeded.

4. The following measures should be taken when stowing and securing heavy metal products:

5. cargo items should be stowed compactly from one side of the ship to the other leaving no voids

between them and using timber blocks between items if necessary;

6. cargo should be stowed level whenever possible and practicable;

7. the surface of the cargo should be secured;

8. and the shoring should be made of strong, non-splintering wood and adequately sized to withstand the acceleration forces. One shoring should be applied to every frame of the ship but at intervals of not less than 1 m.

9. In the case of thin plates and small parcels, alternate fore-and-aft and athwart ships stowage has

proved satisfactory. The friction should be increased by using sufficient dry dunnage or other material between the different layers.

10. Pipes, rails, rolled sections, billets, etc., should be stowed in the fore and-aft direction to avoid

damage to the sides of the ship if the cargo shifts.

11. The cargo, and especially the topmost layer, can be secured by:

a) having other cargo stowed on top of it; or b) lashing by wire, chocking off or similar means.

- 72 -

12. Whenever heavy metal products are not stowed from side to side of the ship, special care should be taken to secure such stowage’s adequately.

13. Whenever the surface of the cargo is to be secured, the lashings should be independent of other,

exert vertical pressure on the surface of the cargo, and be so positioned that no part of the cargo is unsecured.

16.5 Wire Coils

16.5.1

1. Should be stowed flat so that each coil rests against an adjacent coil. The coils in successive tiers should be stowed so that each coil overlaps the coils below.

16.5.2

1. Wire coils should be tightly stowed together and substantial securing arrangements should be used. Where voids between coils are unavoidable or where there are voids at the sides or ends of the cargo space, the stow should be adequately secured.

2. When securing wire coils stowed on their sides in several layers like barrels, it is essential to

remember that, unless the top layer is secured, the coils lying in the stow can be forced out of the stow by the coils below on account of the ship's motions.

16.6 Safe stowage and securing of anchor chains

16.6.1 General

1. Anchor chains for ships and offshore structures are usually carried in bundles or in continuous lengths.

2. Provided certain safety measures are followed prior to, during and after stowage, anchor chains

may be lowered directly onto the place of stowage in bundles without further handling, or stowed longitudinally either along the ship's entire cargo space or part thereof.

3. If the cargo plans given in the ship's documentation contain no specific requirements, the cargo

should be distributed over the lower hold and 'tween-decks in such a way that stability values thus obtained will guarantee adequate stability.


1. Cargo spaces in which chains are stowed should be clean and free from oil and grease. 2. Chains should only be stowed on surfaces which are permanently covered either by wooden

ceiling or by sufficient layers of dunnage or other suitable friction-increasing materials. Chains should never be stowed directly on metal surfaces.

16.6.3 Stowage and Securing Of Chains in Bundles

1. Chains in bundles, which are lifted directly onto their place of stowage without further handling, should be left with their lifting wires attached and should preferably, be provided with additional wires around the bundles for lashing purposes.

2. It is not necessary to separate layers of chain with friction-increasing material such as dunnage because chain bundles will grip each other. The top layer of chain bundles should be secured to both sides of the ship by suitable lashings. Bundles may be lashed independently or in a group, using the lifting wires.

- 73 -

16.6.4 Stowage and Securing of Chains which are stowed longitudinally 1. Stowage of each layer of chain should, whenever possible and practicable, commence and

terminate close to the ship's side. Care should be taken to achieve a tight stow. 2. It is not necessary to separate layers of chain with friction-increasing material such as dunnage

because chain layers will grip each other.

3. Bearing in mind the expected weather and sea conditions, the length and nature of the voyage and the nature of the cargo to be stowed on top of the chain, the top layer of each stow should be secured by lashings of adequate strength crossing the stow at suitable intervals and thus holding down the entire stow.

16.7 Safe stowage and securing of metal scrap in bulk

16.7.1 Introduction 1. This annex deals with the stowage of metal scrap which is difficult to stow compactly because

of its size, shape and mass, but does not apply to metal scrap such as metal borings, shavings or turnings, the carriage of which is addressed by the Code of Safe Practice for Solid Bulk Cargoes.

2. The hazards involved in transporting metal scrap include:

a) shifting of the stow which in turn can cause a list; b) shifting of individual heavy pieces which can rupture the side plating below the waterline

and give rise to serious flooding; c) excessive loading on tank tops or 'tween-decks; and d) violent rolling caused by excessive metacentric height.


1. Before loading, the lower battens of the spar ceiling should be protected by substantial dunnage to reduce damage and to prevent heavy and sharp pieces of scrap coming in contact with the ship's side plating. Air and sounding pipes, and bilge and ballast lines protected only by wooden boards, should be similarly protected.

2. When loading, care should be taken to ensure that the first loads are not dropped from a height

which could damage the tank tops.

3. If light and heavy scrap is to be stowed in the same cargo space, the heavy scrap should be loaded first. Scrap should never be stowed on top of metal turnings, or similar forms of waste metal.

4. Scrap should be compactly and evenly stowed with no voids or unsupported faces of loosely

held scrap.

5. Heavy pieces of scrap, which could cause damage to the side plating or end bulkheads if they were to move, should be over stacked or secured by suitable lashings. The use of shoring is unlikely to be effective because of the nature of the scrap.

6. Care should be taken to avoid excessive loading on tank tops and decks,

- 74 -

16.8 General guidelines for the under-deck stowage of logs

16.8.1 Introduction

1. The purpose of this annex is to recommend safe practices for the under-deck stowage of logs and other operational safety measures designed to ensure the safe transport of such cargoes.

16.8.2 Prior to loading:

1. Each cargo space configuration (length, breadth and depth), the cubic bale capacity of the respective cargo spaces, the various lengths of logs to be loaded, the cubic volume (log average), and the capacity of the gear to be used to load the logs should be determined;

2. Using the above information, a pre-stow plan should be developed to allow the maximum

utilisation of the available space; the better the under-deck stowage, the more cargo can safely be carried on deck;

3. The cargo spaces and related equipment should be examined to determine whether the

condition of structural members, framework and equipment could affect the safe carriage of the log cargo. Any damage discovered during such an examination should be repaired in an appropriate manner;

4. The bilge suction screens should be examined to ensure they are clean, effective and properly

maintained to prevent the admission of debris into the bilge piping system;

5. The bilge wells should be free of extraneous material such as wood bark and wood splinters;

6. The capacity of the bilge pumping system should be ascertained. A properly maintained and operating system is crucial for the safety of the ship. A portable dewatering pump of sufficient capacity and lift will provide additional insurance against a clogged bilge line

7. Side sparring, pipe guards, etc., designed to protect internal hull members should be in place;

8. The master should ensure that the opening and closing of any high ballast dump valves are

properly recorded in the ship's log. Given that such high ballast tanks are necessary to facilitate loading and bearing in mind regulation 22(1) of the International Convention on Load Lines, 1966, which requires a screw-down valve fitted in gravity overboard drain lines, the master should (ensure that the dump valves are properly monitored to preclude the accidental readmission of water into these tanks. Leaving these tanks open to the sea could lead to an apparent inexplicable list, a shift of deck cargo and potential capsize.

16.8.3 During loading operations:

1. Each lift of logs should be hoisted aboard the ship in close proximity to the ship to minimise any potential swinging of the lift;

2. The possibility of damage to the ship and the safety of those who work in the cargo spaces

should be considered. The logs should not be swinging when lowered into the space. The hatch coaming should be used, as necessary, to eliminate any swinging of the logs by gently resting the load against the inside of the coaming, or on it, prior to lowering;

3. The logs should be stowed compactly, thereby eliminating as many voids as is practicable.

The amount and the vertical centre of gravity of the logs stowed under deck will govern the

- 75 -

amount of cargo that can be safely stowed on deck. In considering this principle, the heaviest logs should be loaded first into the cargo spaces;

4. Logs should generally be stowed compactly in a fore-and-aft direction, with the longer

lengths towards the forward and aft areas of the space. If there is a void in the space between the fore and aft lengths it should be filled with logs stowed athwart ships so as to fill in the void across the breadth of the spaces as completely as the length of the logs permits;

5. Where the logs in the spaces can only be stowed fore-and-aft in one length, any remaining

void forward or aft should be filled with logs stowed athwart ships so as to fill in the void across the breadth of the space as completely as the length of the logs permits;

6. Athwart ship voids should be filled tier by tier as loading progresses;

7. Butt ends of the logs should be alternately reversed to achieve a more level stowage, except

where excess sheer on the inner bottom is encountered;

8. Extreme pyramiding of logs should be avoided to the greatest extent possible. If the breadth of the space is greater than the breadth of the hatch opening, pyramiding may be avoided by sliding fore-and-aft loaded logs into the ends of the port and starboard sides of the space. This sliding of logs into the ends of the port and starboard sides of the space should commence early in the loading process (after reaching a height of approximately 2 m above the inner bottom) and should continue throughout the loading process;

9. It may be necessary to use loose tackle to manoeuvre heavy logs into the under-deck areas

clear of the hatchways. Blocks, purchases and other loose tackle should be attached to suitably reinforced fixtures such as eyebolts or pad eyes provided for this purpose. However, if this procedure is followed, care should be taken to avoid overloading the gear;

10. A careful watch by ship's personnel should be maintained throughout the loading to ensure no

structural damage occurs. Any damage which affects the seaworthiness of the ship should be repaired;

11. When the logs are stowed to a height of about 1 m below the forward or aft athwart ship hatch

coaming, the size of the lift of logs should be reduced to facilitate stowing of the remaining area;

12. Logs in the hatch coaming area should be stowed as compactly as possible to maximum

capacity.

16.8.4 After loading, the ship should be thoroughly examined to ascertain its structural condition bilges should be

sounded to verify the ship's watertight integrity

16.8.5 During the voyage: the ship's heeling angle and rolling period should be checked, in a seaway, on a regular basis;

Wedges, wastes, hammers and portable pump, if provided should be stored in an easily

accessible place; and

The master or a responsible officer should ensure that it is safe to enter an enclosed cargo space by:

- 76 -

Ensuring that the space has been thoroughly ventilated by natural or mechanical means; testing the atmosphere of the space at different levels for oxygen deficiency and harmful vapour where suitable instruments are available; and

Requiring self-contained breathing apparatus to be worn by all persons entering the space where there is any doubt as to the adequacy of ventilation or testing before entry.

16.9 Guidance for timber deck cargo and packaged timber and cants. 16.9.1 Basic principles

For the safe carriage of any timber deck cargo is a solid stowage during all stages of the deck loading. This can only be achieved by constant supervision by shipboard personnel during the loading process.

The basic principle for the safe carriage of timber deck cargo is to make the stow as solid and compact as practicable. The purpose of this is to:

Prevent slack in the stow which could cause the lashings to slacken;

Produce a binding effect within the stow; and reduce to a minimum the permeability of the stow.

Every lashing should pass over the timber deck cargo and be shackled to eye plates suitable and adequate for the intended purpose and efficiently attached to the deck stringer plate or other strengthened points. Such arrangements will be specially considered by class. They should be installed in such a manner as to be, as far as practicable, in contact with the timber deck cargo throughout its full height.

It is of paramount importance that all lashings be carefully examined and tightened at the beginning of the voyage as the vibration and working of the ship will cause the cargo to settle and compact. They should be further examined at regular intervals during the voyage and tightened as necessary.

Note: For further guidance please see the supplement quoted from DNV attached as a separate

manual to this Company standard

16.10 Safe stowing and securing of unit loads

16.10.1 Introduction Unit load for the purposes of this annex means that a number of packages are either:

placed or stacked, and secured by strapping, shrink-wrapping or other suitable means, on a load board such as a pallet; or placed in a protective outer packaging such as a pallet box; or permanently secured together in a sling. A single large package such as a portable tank or receptacle, intermediate bulk container or freight container is excluded from the recommendations of this annex

16.10.2 Cargo Information

The master should be provided with at least the following information:

- 77 -

the total number of unit loads and commodity to be loaded; the type of strapping or wrapping used; the dimensions of a unit load in metres; and the gross mass of a unit load in kilograms.


The cargo spaces of the ship in which unit loads will be stowed should be clean, dry and free from oil and grease.

The decks, including the tank top, should be flush all over.

The cargo spaces should preferably be of a rectangular shape, horizontally and vertically. Cargo spaces of another shape in forward holds or in 'tweendecks should be transformed into a rectangular shape both athwart ships and longitudinally by the use of suitable timber (figure 1).

16.10.4 Stowage

The unit loads should be stowed in such a way that securing, if needed, can be performed on all sides of the stow.

Figure 1 – Stowage and chocking of unit loads in a tapered stowage area (view from top)

The unit loads should be stowed without any void space between the loads and the ship's sides to prevent the unit loads from racking.

When unit loads have to be stowed on top of each other, attention should be paid to the strength of pallets and the shape and the condition of the unit loads.

Precautions should be taken when unit loads are mechanically handled to avoid damaging the unit loads.

16.10.5 Securing

Block stowage should be ensured and no void space be left between the unit loads.

Securing when stowed athwart ships When unit loads are stowed in a lower hold or in a 'tween-deck against a bulkhead from side

to side, gratings or plywood sheets should be positioned vertically against the stack of the unit

- 78 -

loads. Wire lashings should be fitted from side to side keeping the gratings or plywood sheets tight against the stow.

Additionally, lashing wires can be fitted at different spacing from the bulkhead over the stow to the horizontally placed wire lashings in order to further tighten the stow.

16.10.7 Stowage in a Wing of a Cargo Space and Free at Two Sides

When unit loads are stowed in the forward or after end of a cargo space and the possibility of shifting in two directions exists, gratings or plywood sheets should be positioned vertically to

the stack faces of the unit loads of the non-secured sides of the stow. Wire lashings should be taken around the stow from the wings to the bulkhead. Where the wires can damage the unit loads (particularly on the corners of the stow), gratings or plywood sheets should be positioned in such a way that no damage can occur on corners.

16.10.8 Stowage Free at Three Sides When unit loads are stowed against the ship's sides in such a way that shifting is possible

from three sides, gratings or plywood sheets should be positioned vertically against the stack faces of the unit loads. Special attention should be paid to the corners of the stow to prevent damage to the unit loads by the wire lashings. Wire lashing at different heights should tighten the stow together with the gratings or plywood sheets at the sides (figure 2).

Figure 2 – Securing of units stowed at the ship’s side Note: Lashings must not place a sideways load on the frame/stiffener

16.10.9 General Instead of gratings or plywood sheets, other possibilities are the use of aluminium stanchions

or battens of sufficient strength. During the voyage the wire lashings should be regularly inspected and slack wires should be

re-tightened if necessary. In particular, after rough weather, wire lashings should be checked and re-tightened if necessary.

- 79 -

Definitions (Return to table of contents)

Ageing of a securing element Reduction of strength and elasticity due to corrosion, abrasion or

changes in the molecular structure Bedding area The envelope area of the base of a cargo area (stowage area) Breaking load (BL) Breaking load as calculated or found by sample testing Cargo Securing Devices all fixed and portable devices used to secure and support cargo units Cargo transport unit means a road freight vehicle, a railway freight wagon, a freight

container, a road tank vehicle, a railway tank wagon or a portable tank

Compacting Securing of medium to small size cargo units to each another to form a solid block

Cross or tier stowage Stowage pattern of cargo stowed compactly from side to side Direct securing Direct connection between ship and cargo by lashing Elasticity ability of a securing device to assume a pretension by good

elongation or compression Endurance of pretension ability of a securing device to keep a good pretension under repeated

loading Equivalent solution a securing arrangement of equivalent strength, elasticity and

endurance of pretension Fixed Securing Devices means securing points and supports either integral, i.e. welded into

the hull structure, or non-integral, i.e. welded onto the hull structure Friction securing securing by applying vertical lashings with good pretension Friction loop loop of lashing over a cargo unit with near vertical end on both

sides, which is intended to provide friction securing Half loop loop of lashing around a cargo unit with both ends tightened to the

same side, providing a defined securing potential Head loop closed loop of lashing around a head section of a cargo unit,

providing for the application of direct securing Kilo Newton (kN) equal 98,2 kg (often calculated½as 100 kg Lifting beam Maximum securing load (MSL)

is a term used to define the allowable load capacity for a device used to secure cargo to a ship. “Safe Working Load” (SWL) may be substituted for MSL for securing purposes, provided this is equal to or exceeds the strength defined by MSL.

Non-standardized Cargo means cargo which requires individual stowage and securing arrangements

Permissible surface load (PSL)

area load in t/m2, which is allowed on given stowage area

Portable Securing Devices means portable devices used for lashing, securing or support of cargo units

Safe Working Load (SWL)

for securing purposes, provided this is equal to or exceeds the strength defined by MSL.

Safety factor the ratio between BL or MSL and the strength used in a calculation Securing arrangement the fully arranged set of securing devices to secure a cargo unit Securing device means of securing e.g. lashing, timber shoring, twist-lock Securing element single element for securing, e.g. deck ring, shackle, turnbuckle,

welded stopper etc

- 80 -

Semi-standardized Cargo means cargo for which the ship is provided with a securing system capable of accommodating a limited variety of cargo units, such as vehicles, trailers, etc

Side stowage Stowage of cargo to one side of the cargo space Silly loop A loop of lashing around a cargo unit with the ends to both sides,

without a defined securing potential Single stowage Stowage of a cargo unit, free to all sides, e.g. stowage on deck Spreader Standardized Cargo means cargo for which the ship is provided with an approved

securing system based upon cargo units of specific types Stowage area The envelope area of the bedding of a cargo unit

Abbreviations (Return to table of contents)

BL Breaking load CSM Cargo securing manual CSS Code Code for safe practice for cargo stowage and securing kN Kilo-Newton, the force required to accelerate the mass of metric tons by 1 m/s2

MSL Maximum securing load PSL Permissible surface load SF Safety factor SMS Safety Management System SOLAS International convention for safety of life at sea SWL Safe Working Load

- 81 -

Scan-Trans Standard on Lifting Lashing Securing Cargo

Documents

Transcript of Scan-Trans Standard on Lifting Lashing Securing Cargo