Cargo Securing Manual

CARGO SECURING MANUAL
MV "PORTHOS"
Briese
Schiffahrts GmbH
Document: Revision: 0 Page:
CSM-PORTHOS Date: 11/97
1 of Contents
Table of Contents 1. General 1.1 1.2 1.2.1 1.2.2 1.2.3 1.2.4 1.3 Introduction Ship Data General Data Principal Dimensions Reference Documents General Arrangement Plan General Information Page 1 1 2 2 2 2 3 3 4 4 4 4 5 6 7 7 10 10 11 11 13 17 20 24 24 25
2. Securing devices and arrangements 2.1 2.1.1 2.1.2 2.2 2.3 Location and Specification of fixed cargo securing devices On-deck cargo securing devices In-hold cargo securing devices Specification of portable cargo securing devices Inspection and maintenance
3. Stowage and securing instructions 3.1 3.2 3.2.1 3.3.2 3.2.3 3.2.4 3.2.5 3.3 3.4 3.4.1 3.4.2 Handling and Safety instructions Evaluation of forces acting on cargo units Accelerations "Rule-of-thumb" method Advanced calculation method Calculated Example (1) Calculated Example (2) Some more examples Application of Portable securing devices The main items for the layout of a securing arrangement and the application of securing devices The principles for a appropriate stowage and securing arrangement
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4. Stowage and Securing of Containers 4.1 4.2 4.2.1 4.2.2 4.2.3 4.3 4.3.1 4.3.2 Annex 1 Annex 2 Annex 3 Annex 4 Annex 5 Annex 6 Annex 7 Annex 8 Annex 9 Handling and safety instructions Stowage and Securing instructions Stowage and Securing information Stowage and Securing principle on deck and under deck Other allowable Stowage Patterns Forces acting on container Determination of the transverse component Fq Determination of the longitudinal component FL Code for Safe Practice of Cargo Stowage and Securing ("CCS-Code") Amendments to the Code of Safe Practice for Cargo Stowage and Securing Schematic drawings of fixed and portable cargo securing devices. Maintenance Instructions Record book of Inspection and Maintenance Excerpt from GL rulebook (stowage and lashing of containers) General Annex of GL Working Example / Tables and comments from IMO-Code Container Stowage Plan General Arrangement Plan
29 29 31 31 31 34 36 37 39
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1.
General
1.1 Introduction This present manual has been prepared in accordance to the: International Convention for the Safety of Life at Sea, 1974 (SOLAS) chapters VI and VII; IMO/MSC/Circular 745 (13 June 1996), guidelines for the Preparation of the Cargo Securing Manual"; Code of Safe Practice for Cargo Stowage and Securing ("CSS Code"), (IMO Resolution A.714(17)) (see Annex 1 and Annex 2); Rules of Germanischer Lloyd (GL). This manual is valid only for the particular ship as identified in Chapter 1.2 "General Data". It shall be used in accordance with the documents as referred to in Chapter 1.3 "Reference Documents". This manual shall be kept on board and available for inspection by port/flag state control and class surveys and others to whom it may concern. This manual is not to be modified without re-approval. A re-approval could be done by a GL-surveyor in cooperation with GL-HO. In this case the modifications have to be sent to GL-HO with the statement of the GL-surveyor. The following modifications/updatings may be performed with a statement of the master in charge: Replacing and/or adding of portable cargo securing devices with an updating of the inventory list and by adding the concerning certificates to, or a corresponding reference in this manual. All modifications/updatings are co-ordinated by the Technical Department and needs approval of the Technical Superintendent. In general all cargo will be lashed by a shore-based company that also provides securing devices. But ail cargo securing operations have to follow guidelines given in this manual.
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1.2 Ship Data 1.2.1 General data Name of Ship: Owner: MV "PorthosParameter Navigation S.A. c/o United Fleet Management S.A.M; Monte Carlo, Monaco St. Vincent Nichitsu Industries Co. Ltd, Matsuura 1977 15129 GL + 100 A4 E2 MC
Flag: Shipyard: Year of Delivery: GL Registration No.: Class:
1.2.2 Principal dimensions Length: Length betw. Perpendiculars: Breadth: Draft: Speed: 1.2.3 Reference documents The following table includes all documents and certificates concerning to the ship's loading and the cargo securing. In case of renewal of a reference document this should entered into this chapter (and stated by a GL-surveyor in case of GL-certificate). Document / Manual Trim and Stability Booklet Container Stowage Plan Approval date 17.03.78 GL Diary No. of Approval 5714/78 Surveyors statement in the way of changes 86,52 m 77,02m 13,01m 4,86m 12,5 kn
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1.2.4 General arrangement plan The General Arrangement Plan is enclosed as Annex 9. 1.3 General Information 1. " The guidance given herein should by no means rule out the principles of good seamanship, neither can it replace experience in stowage and securing practice". 2. " The information and requirements set forth in this manual are consistent with the requirements of vessel's trim stability booklet, International Load Line Certificate (1966). 3. " This Cargo Securing Manual specifies arrangements and cargo securing devices provided on board the ship for the correct application to, and the securing of cargo units, containers, vehicles and other entities, based on transverse, longitudinal and vertical forces which may arise during adverse weather and sea conditions." 4. " 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." 5. " 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 securing devices are introduced, the Cargo Securing Manual should be revised accordingly. Alternative cargo securing devices introduced should not have less strength than the devices being replaced." 6. " There should be sufficient quantity of reverse cargo securing devices on board the ship." 7. " Information on the strength and introduction for the use and maintenance of each specific type of cargo securing device, where applicable, is provided in this manual. The cargo securing devices should be maintained in a satisfactory condition. Items worn or damaged to such an extent that their quality is impaired should be replaced."
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2. 2.1
Securing devices and arrangements Location and specification of fixed cargo securing devices
2.1.1 On-deck cargo securing devices
Type designation D-Ring
Manufacturer
Identification marking S S S S S
MSL [KN] 225 210 210 210 210
PL [kn] 180 263 261 263 263
BL [kn] 280 420 420 420 420
Quantity
Certificate no.
Sketch 1) (-no.) 1 2 3 4 5
Conver OSR
68 12 18 12 18
Bottom Pockets Conver OSR Bottom Pockets Conver OSR Bottom Pockets Conver OSR Bottom Pockets Conver OSR
2.1.2 In-hold cargo securing devices

Type designation D-Ring Twistlock Foundation Twistlock Foundation Identification marking E8 J50 J51 MSL [kN] 225 170 170 PL [kn] 280 213 213 BL [kn] 450 340 340 Certificate no. Sketch 1 (-no.) 1 6 7
Manufacturer Conver OSR Conver OSR Conver OSR
Quantity 4 32 44
Locations of on-deck and in-hold cargo securing devices are included in Annex 8 "Container Stowage Plan"
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2.2
Specification of portable cargo securing devices

Identification marking CV-1 H-2 H-3 K9
2)
Type designation Twistlock Bridge Fitting Bridge Fitting Single Stacking Cone Single Stacking Cone Double Stacking Cone Tension Lever Turnbuckle Chain d= 13mm L=4m Lashing Bar Turnbuckle with eye on both sides M 30 Turnbuckle with eye on both Sides M 48 Turnbuckle with Sliphook M33 Shackles Shackles
Manufacturer
T/S T S
MSL [kN] 200 210 50 50 200
PL [kN] 250 263 63 63 250
BL [kN] 400 420 100 100 400
Quantity
Certificate no.
Sketch 1) (-no.) 8 9 10 11
Conver Conver Conver Conver
114 59 39 195
Conver
K1
200
250
400
100
12
Conver Conver Conver
K2 S13 LT A 4/91
200 80 98
250 123 123
400 196 196
32 35 9
13 14 15
Conver
K EB-13
80
123
196
16
Conver
98
123
196
17
30
37
60
18
30
37
60
19
18
30
37
60
19
23 29
all sketches and drawings: see Annex 3 "Schematic drawings of fixed and portable cargo securing devices" of this manual.
2)
1)
T= Tension S= Shear
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2.3 Inspection and maintenance Inspection and maintenance of both fixed and portable securing carried out under the responsibility of the master. gear should be
Visual inspection of all components being utilized should be completed at intervals not exceeding six month, aside from the usual inspection during loading/unloading. Crew members and shore workers engaged in securing or unsecuring cargo should be advised to report on defective components and, if portable, put it aside into a suitable separate location, i. e. bins marked with "BAD". Portable equipment being not in use should be collected and stored in the appropriate bins. Threads of turnbuckles and so on should be regularly greased. Great care has to be taken, that securing elements, which have been taken ashore advertently during discharging, are returned immediately and be not replaced by other non-identical material. Actions of inspection and maintenance of the ship's cargo securing equipment should be documented in the enclosed record book at Annex 5 of this manual. Parts showing significant abrasive, corrosion or signs of cracks, or parts which are bent, should be discarded and removed from the ordinary storage bins. Such parts should be collected In a suitable separate location and transferred to an authorized workshop for repair or disposed for scrap if beyond repair. Discarded parts of equipment should be replaced by equivalent parts. Appropriate manufacturer's declaration documents must be received from the chandler and kept with the Cargo Securing Manual. Damage to fixed cargo securing devices must be repaired by an authorized workshop and report the next suitable survey by the classification society. Inspection and adjustment of securing arrangements during the voyage is limited to moderately retensioning turnbuckles of lashings. This is particularly when heavy weather or swell is being expected. Care should be taken for the crew members if inspection and adjustment is to be carried out under adverse weather and sea conditions. Please find further detailed inspection and maintenance instructions in annex 4 of this manual.
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3.
Stowage and securing instructions
3.1 Handling and safety instructions Material for stowage and securing of non-standardized cargo will normally permanently be carried on board and/or provided when required. Conventional wire lashings Conventional wire lashings principally consist of shackles, tumbuckles and length of wire rope assembled by wire clips as shown in Fig. 3.1. As the MSI of the securing points usually will not exceed 50 kN it Is not advisable to use wire rope of a breaking strength of more than 80 kN and shackles or tumbuckles of a breaking strength of more than 100 kN. Information on the breaking strength of the material should be supplied by the manufacturer or chandler in the form of suitable documents. These documents should be kept with the Cargo Securing Manual for the duration of the use of this material on board. When assembling and applying conventional wire lashing the following principles should be observed: Ends of cut off lengths of wire rope should be secured by suitable adhesive tape. The size wire clips should be matching the diameter of the wire rope. The number of wire clips should be as shown in Fig. 3.1. The U -bolt of wire clips should sit on the dead end of the wire rope. The distance of wire clips to each other should be about six times the wire diameter. Threads of wire clips should be greased and nuts tightened until the dead end of the wire rope is visibly dented. Turnbuckle threads should be greased as well. Turn sticks should be secured against reserve turning after tightening the lashing. After the first tightening of the lashing the nuts of wire clips should be re-tightened. Doubling the wire rope as shown in Fig. 3.1 a is normally not providing a doubling of MSL due to loss of strength at the bend on the side. However, MSI will be doubled if the top bend has a radius of at least three times the wire diameter. Nevertheless the version in Fig. 3.1a may be more convenient to assemble than the version in Fig. 3.1 b.
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Warning: The expected MSL of a conventional wire lashing will only be obtained if all of the above mentioned principles are observed. A major source of failure of conventional wire lashing insufficient number of dips and insufficient tightening of clips. Chain Lashings Chain lashings principally consist of a length of chain which can be adjusted in length, together with a turnbuckle or a lever tightener. If such equipment is chosen for securing the cargo on deck or tank top the following principles should be observed. Lever tighteners should be used and secured as described in the manufacturer's or chandler information leaflet. If the chain is fitted with hooks at the ends, these hooks should be attached to rings or other suitable fittings in a way that inadvertent release is avoided. MSL of such chain lashings is either provided by the manufacturer or chandler or can be assumed as 50% of the breaking strength. If the MSL of the chain lashing is higher than the MSL of the securing point on the platform or flat rack the required number of lashing should be guided by tatter MSL value.
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Timber Timber squares for applying shores or beddings should at least have a 10 by 10 cm crossection. It should be born in mind that the MSL of conifer timber is 0,3 kN per cm2 normal (transverse) to the grain. If timber is used for increasing surface friction only then dunnage planks of 2 or 3 cm thickness are sufficient. When carrying out stowage and securing of non-standardized cargo units the following safety instruction should be observed: The working area should be sufficiently illuminated. If ladders are to be used they should be adequately secured against sliding and tipping. People at work should wear head and foot protection. if wire ropes are to be cut length by a cold chisel the men at work should wear eye protection. Power saws for cutting timber to required length should be operated by skilled persons only.
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3.2 Evaluation of forces acting on cargo units The accelerations given in this chapter had been determined according to Annex 13 of CSS-Code of IMO. These values should be used in any so-called advanced calculations of a securing system depending on actual GM-value. 3.2.1 Accelerations for MV "Porthos" The given accelerations in table below are valid for a service speed of 12.5 knots and for a metacentric height GMo 1,00 m (B / GMo 13).
Accelerations in m/s for GM 1,00 m Transverse Acceleration ay Long. Pos. deck high deck low hold high hold low 0,0 (rear) 7,7 7,0 6,4 5,9 0,1 7,7 7,0 6,4 5,9 0,2 7,5 6,8 6,0 5,7 0,3 7.3 6,6 5.9 5,5 0,4 7,2 6,6 5,8 5,4 0.5 7.2 6,6 5,8 5.4 0,6 7,3 6,6 5,9 5,5 0,7 7,5 6,8 6,0 5,7 0.8 7,7 7.0 6,4 5.9 0,9 8,0 7,2 6,7 6,4 1,0 (bow) 8,0 7.2 6.7 6,4 Long. acc ax
4,1 3,1 2,2 1,6
Vertical Acceleration az 8,2 8,2 6,7 5,4 4,6 4,6 5.4 6.7 8,2 9,9 9.9
Correction for GMo-height In addition, for GMo-values with a factor of B/GM less than 13 corrections for the transverse acceleration must be done by the factor given in table below:
Table 4 - Correction factor for B/GM < 13
B/GM on deck, high on deck, low hold, high hold, low 7 1.56 1.42 1,26 1,15 8 1,40 1,30 1,19 1,12 9 1,27 1,21 1,14 1,09 10 1.19 1,14 1,09 1,06 11 1,11 1,09 1,06 1,04 12 1,05 1.04 1.03 1.02 13 or above 1,00 1,00 1,00 1.00
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3.2.2 ,,Rule-of-thumb" method The total of the MSL values of securing devices on each side of a unit of cargo (port as well as starboard) should equal the weight of the unit. This method, which implies a transverse acceleration of 1g (9,81 m/s2) applies to nearly any size of ship, regardless of the location of stowage, stability and loading condition, season area of operation. The method, however, takes into account neither the adverse effects of lashing angles and non-homogeneous distribution of forces among the securing devices nor the favourable effect of friction. Transverse lashing angles to the deck shall not be greater than 60 and it is important that adequate friction is provided by the use of suitable material. Additional lashings at angles of greater than 60 may be desirable to prevent tipping, but are not to be counted in the number of lashings under the rule-of-thumb 3.2.3 Advanced calculation method Assumption of external forces External forces to a cargo unit in longitudinal, transverse and vertical directions should be obtained using the formula: F(x,y,z) = m * a (x,y,z) + Fw(x,y,z) + Fsloshing (x,y) where F(x,y,z) m a (x,y,z) Fw(x,y,z)
is longitudinal, transverse and vertical forces is mass of the unit is longitudinal, transverse and vertical accelerations is longitudinal and transverse forces by wind pressure Wind forces to deck cargo will add 1 kN per m2 windage area to the longitudinal and transverse forces
Fsloshing (x,y) is longitudinal and transverse forces by sea sloshing Sea sloshing to deck cargo will add 1 kN per m2 up to height of 2 m of exposed area to the longitudinal and transverse forces
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Transverse sliding The balance calculation should meet the following condition : Fy * m * g + CS1 * f1 + CS2 * f2 +. . .+ CS1 * f1 where i is the number of lashings being calculated is friction coefficient ( = 0.3 for steel-timber or steel-rubber) ( = 0.1 for steel-steel, dry) ( = 0.0 for steel-steel, wet) is mass of the cargo unit (t) is gravity acceleration of earth = 9.81 m/s2 is a function of and the vertical securing angle a (see above mentioned table) f-Values as a function of and
0,3 0,1 0.0
Fy is transverse force from load assumption (kN)
m g f
CS is calculated strength of transverse securing devices (kN)
-300 0,72 0.82 0,87
-200 0.84 0,91 0.94
-10 0,93 0,97 0,98
0 1,00 1,00 1.00
101,04 1,00 0,98
20 1,04 0,97 0,94
300 1,02 0.92 0,87
40 0,96 0,83 0,77
50 0,87 0.72 0.64
60 076 0,59 0,50
700 0.62 0,44 0.34
80 0.47 0.27 0,17
900 0,30 0.10 0,00
Remark: f = * sin a + cos a
Longitudinal sliding Under normal conditions the transverse securing devices provide sufficient longitudinal components to prevent longitudinal sliding. If in doubt, a balance calculation should meet the following condition:
Fx < = * (m * g - Fz) +CS1 * f1 + CS2 * f2+ . . . + CS1 * f1
where m, g, f, i are as explained Fx is longitudinal force from toad assumption (kN) Fz is vertical force from load assumption (kN) CS is calculated strength of longitudinal securing devices (kN)
Remark: Longitudinal components of transverse securing devices should not be assumed greater than 0,5 * CS.
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Transverse tipping This balance calculation should meet the following condition: Fy* a b * m * g + CS1* c1 + CS2 * c2 +...+CSi * cI where Fy, m, g, CS, i are as explained a is lever-arm of tipping (m) b is lever-arm of stableness (m) c is lever-arm of securing force (m) A vertical securing angle a greater than 60 will reduce the effectiveness of this particular securing device in respect to sliding of the unit. Disregarding of such devices from the balance of forces should be considered, unless the necessary load is gained by the imminent tendency to tipping or by a reliable pre-tensioning of the securing device and maintaining the pretension throughout the voyage. Any horizontal securing angle, i.e. deviation from the transverse direction, should not exceed 30, otherwise an exclusion of this securing device from the transverse sliding balance should be considered. 3.2.4 Calculated example (1) The following example shows the calculation which proves the efficiency of a typical securing arrangement following the calculation of Annex 13 to the CSS-code. A crawler of 62 t shall be loaded on deck low of 0,7 Lpp and stowed on dunnage boards. Forces are to be calculated for service of 12,5 knots and GM < 1,00 m. Cargo data
Description m [the mass of the crawler] I [the length of the crawler] b [the breadth of the crawler] h [the height of the crawler] [the coefficient of friction] Number 62 6 4 4 0.3 Unit [t] [m] [m] [m]
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Aft view Figure 3.2.4.1
Top view Figure 3.2.4.2

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Securing material
Type designation wire rope shackles, turnbuckles, rings Breaking strength [kN] 125 180 Max. Securing Load (MSL) 100kN 90 kN
CS=90kN/1,5=60kN
Securing arrangement
Side PORT PORT STBD ni 4 2 6 CSi 60 60 60 i 40 10 40 fi 0,96 1,04 0.96 ci -
For determination of f-values see following table: f-Values as a function of and

0,3 0.1 0,0 -30
0
-20 0,84 0,91 0,94
-10 0,93 0,97 0,98
0 1,00 1,00 1,00
10
20 1,04 0,97 0.94
30 1,02 0.92 0,87
40 0,96 0.83 | 0,77
50
60
70 0,62 0,44 0,34
80* 0.47 0.27 0,17
90 0,30 0,10 0.00
0,72 0,82 0,87
1.04 1,00 0,98
0,87 0,72 0.64
076 0,59 0,50
Acceleration data table 1 (for this example the dark hatching)
Accelerations in m/s for GM 1,00 m Transverse Acceleration ay Long. Pos. deck high deck low hold high hold low 0,0 (rear) 7,7 7.0 6.4 5,9 0,1 7,7 7,0 6.4 5,9 0,2 7,5 6,8 6,0 5,7 0,3 7,3 6,6 5.9 5,5 0,4 7,2 6,6 5,8 5,4 0,5 7,2 6,6 5,8 5,4 0,6 7.3 6,6 5.9 5,5 0.7 7,5 6.8 6,0 5,7 0,8 7.7 7,0 6,4 5,9 0,9 8,0 7,2 6,7 6,4 1,0 (bow) 8.0
3.9
Long. acc.ax
4.1 3.9 2.2 1.6
6,7 6.4
Vertical Acceleration az 8,2 6,2 6,7 5,4 4,6 4.6 5,4 6.7 8,2 9.9 9.9
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Balance of forces (longitudinal sliding forward) Fx < * (m *g - Fz) + n1 * CS1 * f1 + n2 * CS2 * f2 216,2 kN < (0.3 * (62 * 9,81 - 415,4) + [4 * 0,5 * 60 * 0,96] + [2 *0,5 * 60 * 1,04]) kN 216,2 RN< 235,45 kN this is OK! Balance offerces (longitudinal sliding forward) F,<*<m*g-Fz+n3*CS3*f3 216,2 kN < (0,3 * (62 * 9,81 - 415.4) + [6 * 0,5 * 60 * 0,96]) kN 216,2 kN< 230,65 kN this is OK! These balances show that the combined holding capacity of bottom friction and lashing forces will prevent sliding.
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3.2.5 Calculated example (2) The following example shows the calculation which proves the efficiency of a typical securing arrangement following the calculation of Annex 13 to the CSS-code. A transformation of 80 t shall be loaded lower hold of 0,4 Lpp. Forces are to be calculated for service of 12,5 knots and GM < 1,00 m. Cargo data
Description m [the mass of the transformator] I [the length of the transformator] b [the breadth of the transformator] h [the height of the transformator] [the coefficient of friction] Number 80 6 3 5 0,3 Unit [t] [m] [m] [m]
Front view Figure 3.2.5.1
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Securing material
Type designation wire rope shackles, turnbuckles, rings Breaking strength [kN] 125 180 Max. Securing Load (MSL) 100kN 90 kN
Securing arrangement
Side PORT PORT n 2 2 CS 60 60 a 49 22 f 0,88 1,039 c 0,6 1
For determination of f-values see following table: f-Values as a function of and

0,3 0,1 0.0 -30
0
-20 0,84 0,91 0.94
-10
0 1,00 1,00 1,00
10
20
30
40
50
60 076 0,59 0,50
70 0,62 0,44 0,34
80
90 0,30 0,10 0,00
0,72 0,82 0,87
0,93 0,97 0,98
1,04 1,00 0,98
1,04 1.02 0.96 0.87

0,97 0,94 0,92 0,87 0,83 0,77 0,72 0.64
0.47 0,27 0.17
Acceleration data table 2 (for this example the light hatching)

Accelerations in m/s for GM 1,00 m Transverse Acceleration ay Long. Pos. deck high deck low hold high hold low 0,0 (rear) 7,7 7.0 6.4 5,9 0,1 7,7 7,0 6,4 5,9 0,2 7,5 6.8 6,0 5.7 0,3 7,3 6,6 5,9 5,5 0.4 7.2 6,6 5,6 5.4 0,5 7,2 6,6 5,8 0,6 7,3 6,6 5,9 5,5 0,7 7,5 6,6 6,0 5,7 0,8 7.7 7,0 6,4 5,9 0.9 8,0 7,2 6,7 6.4 1,0 (bow) 8,0 7,2 6.7 6,4 Long. acc. ax 4,1 3.1 2,2
2
Vertical Acceleration az 8,2 8,2 6,7 5,4
4.6
4.6
5,4
6,7
8,2
9,9
9,9
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External forces: Fx = ax * m [Longitudinal] Fx = 1,6 m/s2 * 80000 kg = 128000 N = 128,0 kN Fy = ay * m [Transverse] Fy = 5,4 * 80 kN = 432.0 kN Fz = az * m [Vertical]
Fz = 4,6 * 80 kN = 368.0 kN Balance of moments Fy * a < b * m *g + n1 * CS1 * c2 + n2CS2 * c2 432,0 * 2,50 kNm < (1,50 * 80 * 9,81 + [2 * 60 * 1,00] + [2 * 60 * 0,60]) kNm 1080 kNm <1369.20 kN no tipping
This balance shows that transverse tipping will be arrangement with surplus. Balance of forces (transverse sliding) Fy < * m *g + n1 * CS1 * f1 + n2 * CS2 * f2
prevented
by
the
securing
432,0 kN < (0,3 * 80 * 9.81 + [2 * 60 * 0,88] + [2 * 60 * 1,039]) kN 432,0 kN < 465,72 kN this is OK!
Balance of forces (longitudinal sliding forward, backward) Fx< * (m *g - Fz ) + n1CS1 * f1 + n2*CS2*f2 128,0 kN< (0,3* (80* 9,81 -368)+[1 * 0,5 * 60 * 0,88] + [1 * 0,5 * 60 * 1,039]) kN 128,0 kN < 182.6 kN this is OK!
These balances show that the combined holding capacity of bottom friction and lashing forces will prevent sliding,
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3.3 Some more examples Coils Coils should be given bottom stow and, whenever possible, be stowed in regular tiers from side to side of a ship. Coils should be stowed on dunnage laid athwartships. Coils should be stowed with their axes in the fore-and-aft direction. Each coil should be stowed against its neighbour. Wedges should be used as stoppers when necessary during loading and discharging to prevent shifting (Fig. 3.3.1 and 3.3.2). 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. 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 (Fig. 3.3.2). Any void space between coils in the tier should be adequately secured (Fig. 3.3.3).
Fig. 3.3.1 Principle of dunnaging and wedging colts
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locking coils
Fig. 3.3.2 Inserting of locking coils
timber for shoring and chocking
bottom dunnage
wedges
Fig. 3.3.3 Shoring and chocking In voids between coils
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The transverse component shall be calculated by means of the following formulae: Fq= (G*bq*9,81) + Fw (kN)
G = Weight of container including cargo in tons (t) bq = transverse acceleration in the relevant container bay (see above table) Fw = Windload according to below mentioned table "Wind load Fw per container"
Wind load Fw per container1) 20'-Container 1 tier 2 tier and higher
1) nd st
40'-Container 60 kN 30 kN
30 kN 18,5kN
The stated values are valid for SB" high containers. For other container hights and lenghts the wind force has to be converted.
Remark: Where container stacks placed side by side are coupled to one another athwarthship by cone adapters, the value Fw/n shall be taken as wind load for each container in the calculation of lashing forces.(n = number of container stacks in athwarthship's direction, where nmax = 3)
4.3.2 Determination of longitudinal component FL The longitudinal component FL for determination the fore-and aft stressing of the container shall be calculated by means of the following formulae:
FL =
G * bL
(kN)
G = Weight of container including cargo in tons (t) bL= 1,71 m/s2 for 1st tier in hold 2,03 m/s2 for 2nd tier in hold 2,36 m/s2 for 3rd tier in hold 2.68 m/s2 for 1st tier on deck 3,00 m/s2 for 2nd tier on deck
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1; favourable lashing angle against sliding 2: favourable lashing angle against tipping
Fig. 3.3.5 Principles of securing heavy items against sliding and tipping
Stowage free at three sides. When units toads 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 toads by the wire lashings. Wire lashing at different heights should tighten the stow together with the gratings or plywood sheets at the sides (Fig. 3.3.6).
Fig. 3.3.6 Securing of units stowed at the ship's side
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3.4
Application of Portable Securing Devices
3.4.1 The main items for the layout of a securing arrangement and the application of securing devices When deciding on the layout of a securing arrangement and the application of securing devices to non-standardized cargo unit the master should bear in mind the following factors: A long voyage bears a greater risk to encounter adverse weather and sea conditions than a short voyage. Weather forecasts for short voyage are more reliable than long term predictions. Certain geographical areas are known for a higher probability of adverse weather and sea conditions. Appropriate information should be utilized from ocean handbooks or other sources. Particular care should be taken that securing arrangements need to be upgraded if air temperatures of less than -10C are to be expected during the voyage due to the risk of brittle fracture. Extreme sea conditions if expected either from actual forecasts or from statistical sources be considered. Dimension, design and characteristics of the ships are to a great extent reflected by the method of estimating accelerations in Annex 13 of the CSS-Code. It should be born in mind that high speed and a high value of GM will lead to exaggerated accelerations, particularly in the transverse direction. Expected static and dynamic forces may be estimated as shown in the previous subchapter. The cautions with regard to roll resonance, slamming in head seas or running before large stem or quartering seas as lined out in Annex 13 to the CSS-Code should be observed. Type, packaging, mass and dimension of cargo units and the intended stowage pattern should be guiding the individual decision on proper stowage and securing of non-standardized cargo units. If the packaging of a heavy unit is of a weak nature, i. g. heavy machinery on skids in a wooden casing, either block stowage with similar units should be effected or the packaging has to be reinforced or supported by suitable timberwork in order to withstand the securing forces.
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3.4.2 The principles for a appropriate stowage and securing arrangement When deciding on a appropriate stowage and securing arrangement in the context of this chapter the following principles should be considered: Bedding and distribution of weight The bedding of the unit should provide a fairly even distribution of weight of the unit over the full length and width of the supporting surface if applicable. This can be achieved by means of a floor of timber squares or double-T-profile steel girders (Fig 3.4.2.1). If steel girders are used for weight distribution intermediate layers of dunnage planks or other suitable material should be used to increase friction. If the bottom of the unit is not flat but somehow shaped the bedding should be prepared and stacked up in a way to support the unit to the greatest reasonable extent. Securing against transverse sliding The provision of good friction between the unit and the stowage surface is of utmost importance to avoid sliding, either transverse or longitudinal. The use of timber, special rubber mats or other suitable material has therefore highest priority. It is also important to avoid any mess up with oil, grease or dirt in the stowage area. Lashings used against transverse sliding should preferably point to the transverse direction with a deviation to the fore or aft direction of more than 30. The vertical lashing angle should preferably be around 20 but not more than 60 (Fig. 3.4.2.1). An effective method to secure heavy units against transverse sliding is the stowage on steel girders with welded-on stoppers. Stoppers must sit on top of the girders to be wedged against the unit and on the bottom of the girders to lock against the platform or flatrack (Fig. 3.4.2.2). The appropriate girders must be prepared ashore and any welding on board in the vicinity of other cargo must be avoided. Securing against transverse tipping Securing against transverse by means of pre-tensioned vertical or near vertical lashings only Is not a save method for the transport of heavy units. The provision of a sufficient width of the effective bottom area of the unit is of great importance to avoid tipping of a unit. This can be achieved by a suitable bedding construction. Lashing used against transverse tipping should preferably point to the transverse direction with a deviation to the force or aft direction of not more than 30. The vertical lashing angle should preferably be around 60, but also vertical lashings are acceptable (Fig. 3.4.2.3).
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Securing against longitudinal sliding As extreme longitudinal accelerations will be concurrent with extreme upward vertical accelerations under certain sea conditions the friction may be temporarily reduced. For this reason longitudinal sliding may occur. Normally transverse lashings provide sufficient longitudinal components to withstand longitudinal forces. If in doubt, additional longitudinal lashings should be applied to the forward and aft directions. The vertical lashing angle of such, lashings should follow the same principle as with lashings against transverse sliding. Suitable timber shores directed against the lower edges of the cornerposts of flatracks may be used to secure against longitudinal sliding. Evaluation of MSL of a lashing Maximum securing load MSL of lashing should be evaluated in accordance with Chapter 4 of the Annex 13 to the CSS-Code. The MSL of the securing points on platforms or flatracks must be obtained from the equipment documents. The overall MSL must then be taken as the least value of the elements in series. The handling instructions as lined out in sub-chapter 3.1 of this manual should be born in mind. Number of lashings The required number of iashings depends on various parameters and should be estimated in the first place by using the Rule of Thumb Method as given in Chapter 6 of Annex 13 to the CSS-Code. In any case the decided number of lashings must be checked using the Advanced Calculation Method as given in Chapter 7 of the Annex 13 to the CSS-Code and as lined out in sub-chapter 3.2.3 of this manual unless there is a reference to similar shipments available. It should be noted that these balance calculations have to be done using the calculated strength (CS) which is reduced against the MSL by a factor of 1,5 for safety reasons.
CS=MSL/1,5
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Pretension in lashings Pretensioning of wire or chain lashings by man power will generally be not more than 20 kN. This pretension drops after some hours to 10 kN or less depending on ship's movements. Re-tensioning of lashings should be carried out regularly but moderately.
Fig. 3.4.2.1 Timber beddings on platform and lashing angles to prevent transverse sliding
timber wedging steel girder welded stoppers
Fig. 3.4.2.2 Stoppers on steel girders to prevent transverse sliding
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Fig. 3.4.2.3 Lashings angles to prevent tipping
Units without lashing points When attaching lashings to heavy cargo units Chapter 7 of Annex 5 to the CSS-Code should be observed. When there are, in particular, no suitable securing points on the unit the lashing should be passed around the unit or suitable part thereof and both ends of the lashing should be secured to the same side of the unit. So-called " round turn lashing" or circumferential lashing", where the ends of the wire or chain are secured to opposite sides of the unit, is not permitted.
The stowage location of heavy units When considering and selecting the stowage location of heavy units the Chapter 2 of Annex 5 to the CSS-Code should be observed. It should be born in mind that stowage above the weatherdeck will not only provide higher acceleration values but also additional forces by wind and sea sloshing unless the stowage position is protected by neighbouring stacks of containers.
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4.
Stowage and Securing of Containers
4.1 Handling and safety instructions For general information about arrangement and handling of securing equipment so called "instruction boards" should be arranged within decks area and, if necessary, also in holds or in hold, Twistlocks must be inserted so that opening devices are accessible for opening. All loose securing elements have to be applied according to the approved containersecuring manual. All twistlocks in use have to be locked including twistlocks located in the gap between 20'containers (76 mm gap). All twistlocks should be locked to the same side for easy controlling the locking position. The standard are left-hand locking twistlocks. In case of bridge fittings with additional distance plates for pressure forces, this pressure device has to be correctly fitted between the container corners. Damaged containers are not allowed to be loaded. The operating instructions have to be observed when freeing jammed semi automatic twistiocks with emergency tools. 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. Semi-automatic twistlocks must be inserted in the ISO-hole on quayside with yellow cone upside. Any securing or unsecuring of containers must be carried out during the ships stay at a berth.
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Employees shall be protected from fall hazards in the following manner: Employees shall not go on top of containers to perform work, notably coning and deconing, which can be eliminated through the proper use of positive container securing devices. Work which requires employees to go on top of container tops shall be eliminated, to the extend feasible, through the proper use of positive container securing devices, which includes, but is not limited to, semi-automatic twistlocks and cellguides. A fall protection system shall be implemented to protect employees which are engaged in work on containers that is not described before that presents exposure to fall hazards and employees engaged in work on containers that are not being handled by container gantry cranes. A fall hazard shall exist whenever employees are working within 0,9 m of the unprotected edge of a work surface that is 3 m or more above the adjoining surface and 0,3 m or more, horizontally, from the adjacent surface; or weather conditions may impair vision or sound footing of workers on top of containers. If an employee is exposed to fall hazard, but the use of a fall protection is not feasible, the employer shall alert the exposed employee about the hazards involved and instruct the employee how to minimize the hazard. Particularly mounting the containers by use of ladders or other means is prohibited. Dropping of twistlocks from above Is prohibited. Any person working in the cargo area should wear a protective helmet and protective shoes. For a fall protection system only lashing cages are permitted, e. g. to install bridge fittings or conventional twistlocks. A safety harness with securing rope of limited length should be used while leaving the lashing cage and working on top of containers. Each fall protection system shall be rigged to minimize free-fall distance so that the employee will not contact any lower level stowage or vessel structure. Each fall protection systems' hardware shall be designed and utilized so as to prevent accidental disengagement.
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4.2 Stowage and Securing Instructions 4.2.1 Stowage and securing informations The containers stowed on board have to meet the container standard as indicated in the plans or a higher standard. In genera! the securing system is based on ISO-containers if not otherwise indicated. The following plans present the principal stowage pattern under deck and on deck. Find enclosed as Annex 8 the "Container Stowage Plan" including under deck and on deck stowage locations of containers. 4.2.2 Stowage and securing principle on deck and under deck The following text gives a brief description of the stowage and securing principle of containers under deck and on deck: Depending on lashing arrangement and position of the containers on the ship different forces are acting on the containers and securing elements which are in the stack. During calculation of the securing systems not only the used securing elements are considered, but also the strength capacities of the containers which should be secured (permissible racking-, pressure-, and post loads). The acting lifting forces (for example in case of more than two layers in the stack) are principally absorbed by twistlock which are arranged between foundations and containers as well as between container and container. In some cases additional vertical lashings have to be used (i. e. six container tiers outside, i. e. wind exposed stacks). Lashings are generally to be seen as reinforcement of the container frames and they have to be used in case the acting racking forces (max. 150 kN) are exceeded. The weight distributions for the bays and stacks stated in the manual represent the optimum under the given circumstances. Every alteration has consequences to the loads of the elements involved. The following is principally valid: Alteration of the weight concentration in the stack downwards is possible. An upwards weight concentration is not possible (e. g. heavy container in the sixth tier tilting of the stack, overstress of the foundations, twistlocks and lashings. The reduction of weight has the same effect in the first lower tier when keeping the weights in the 2nd to 6th tier. It is generally not allowed to exceed the described stack weights.
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The maximum quantity of tiers stated in the securing manual should not be exceeded, because in this case the loadings of the securing system would be increased and also the line of sight could be interrupted. In case the weight distributions mentioned in the container-securing manual are based on 8'-6"containers it is not easily possible to stow 9'6"containers, because in this case the centers of gravity are moving upwards and the windexposed areas are increased. In compensation reductions of weight or weight concentration downwards have to be foreseen, if necessary. The following specific feature have to be considered: Each container stack can be considered as an outer stack and then it has to be correspondingly iashed and the weight has to be reduced, if necessary. In case different stack heights result in so-called " step stacks" (e. g. left stack 6' high, right stack 2' high) these have to be considered as outer stacks, if necessary. Attention, the below mentioned cases have necessarily to be considered, exceedings to be avoided: The maximum stack weights have to be kept! Overstressed hatch cover construction Overstressed stowage and securing elements Overstressed containers Loss of containers The given weight distributions in the stack must not be exceeded. Overstressed stowage and securing elements Overstressed containers Loss of containers Twistlocks have generally to be locked (exception: in the container- securing manual at special positions unlocked twistlocks are allowed). Loss of containers In any case lashings have to be foreseen in accordance with the container-securing manual. Overstressed twistlocks Loss of containers The pretension in the lashings shall not exceed 5 kN. Reduction of the loading capacity of the securing system. Partial loading (deck and hold) Extreme cases should be avoided, (if possible restoring).
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If this would not be possible in a single case the corresponding stacks have individually to be secured Damage of containers Loss of containers
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4.2.3 Other allowable Stowage Patterns Acceleration according GL Rules Ship length between perpendiculars 77,0 m Distance from aft perpendicular to centre of 20' containerstack , app. Sec. 57 34,0 m
The container weights are chosen arbitrary and might not be consistent with the container lashing plan but tendencies in forces are presented correctly. Weight shifting in 1st and 2th tier: - Lifting forces 1. Layer increase to 180 %
Lifting forces
The following example shows the influence of wind: - Racking forces 1.layer increase to 125 % - Lifting forces 1 .layer increase to 250 %
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The following example shows the influence of missing lashing rods: - Racking forces 1.layer increase to 150 % - Lifting forces 1.layer increase to >250 %
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4.3 Forces acting on container The transverse component Fy of the three-dimensional force spectrum acting on cargo units Is considered predominant. Fycan be obtained as follows: under deck Fy = m * ay on deck m ay Fy = m * ay + Fw (kN) (kN) (t) (m/s2) (kN)
is gross mass of a container is transverse acceleration
Fw Windload on outer stacks per container
Note: Acceleration and windforces have to be determined according to the GL - RULES for Stowage and Lashing of Container In Annex 6 you find an excerpt of the GL - RULES for Stowage and Lashing of Containers, edition 1993. Determination of typical acceleration values to be expected in relation to GM values Length betw. pp 77,02 m Breadth, moulded 13,00 Depth, moulded 7,60 m Draft 4,86 m High between weatherdeck and basic container foundation 2,35 m Container tiers midship 2 H 5.03 m (is vertical distance between designed waterline and lower edge of container stack considered)
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4.3.1 Determination of the transverse components Fq The first step is the determination of the transverse acceleration bq How to get the graphic of bq values: 1. calculate : GM of containers') (see chapter 2.1 in Annex 6 'stowage and lashing Z=ntiers*1.05+H Z = 2 * 1.05 m + ( 7.60+2.35 - 4,86 ) m
Z= 7.19 m
The deterrmnation of the transverse acceleration factor bq by formula below is only permitted for load cases, where a metacentric height GM does not exceed the following value: GM 0,04 * B2 / Z GM 0,04 * (13.00)2 /7.19 GM 0.94 m 2. calculate : Transverse acceleration factor bq (see table 3.1 in Annex 6 'stowage and lashing of containers') bq on weather deck
1)
1,32 - 0,005 L = 1,32 - 0,005 * 77,02 = 0,935
1)
bq under weather deck
1,2 - 0,005 L = 1,20 - 0,005 * 77,02 = 0,815 1)
On weather deck: bq shall not exceed 0,9 and k * bq shall not exceed 1,0 Under weather deck: bq shall not exceed 0,8 and k * bq shall not exceed 0,9
3. calculate the factor k: The factor k allows calculation of influence of the container fore-to-aft location. from HL to 0.2 L k is between 1,15 and 1 from 0.2 L to 0.6 L k = 1 from 0.6 L to FP k is between 1 and 1,3 (For calculation of k see chapter 2.3 in Annex 6 'stowage and lashing of containers')
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4. multiply bq with k Graphic of bq-values (for GM0 1,03 m)
The transverse accelerations are as follows:

bq on weather deck Bay1 Bay 3 Bay 5 Bay 7 Bay 9-17 1,00 1,00 0,96 0,91 0,90 bq1st tier in hold 0,90 0,88 0,83 0,80 0,80
For position of Bay 1-17 see Annex 8 "Container Stowage Plan"
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The transverse component shall be calculated by means of the following formulae: F q=(G*bq*9,81) + Fw (kN)
G = Weight of container including cargo in tons (t) bq = transverse acceleration in the relevant container bay (see above table) Fw = Windload according to below mentioned table "Wind load Fw per container"
Wind load Fw per container1) 20'-Container 1st tier 2nd tier and higher
1)
401-Container 60 kN 30 kN
30 kN 18,5kN
The stated values are valid for SB" high containers. For other container heights and lengths the wind force has to be converted.
Remark: Where container stacks placed side by side are coupled to one another athwarthship by cone adapters, the value Fw/n shall be taken as wind load for each container in the calculation of lashing forces.(n = number of container stacks in athwarthship's direction, where nmax = 3)
4.3.2 Determination of longitudinal component FL The longitudinal component FL for determination the fore-and aft stressing of the container shall be calculated by means of the following formulae:
FL =
G * bL
(kN)
G = Weight of container including cargo in tons (t) bL= 1,71 m/s2 for 1st tier in hold 2,03 m/s2 for 2nd tier in hold 2,36 m/s2 for 3rd tier in hold 2.68 m/s2 for 1st tier on deck 3,00 m/s2 for 2nd tier on deck
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Important Remark: The stowing and securing system is always designed under the condition of a max. GM. If, for any reason, the ship is to be operated at larger GM-values, the expected acceleration will increase accordingly. If a GM-value greater than the designed GM lashing system value cannot be avoided a reduction of stack weights or stack heights (i. e. from 6" to 5" high) or weight concentration to the lower tiers should be taken into consideration. After consideration of all details of the problem of stowage and securing of containers on board the vessels it has to be recommended to the shipowner to install computers or corresponding computer programs on their vessels to give the crews the possibility to calculate in order to control special loading cases by themselves. Ships preplanning ashore could also use the advantages of a lashing software.
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CSM-PORTHOS Date: 11/97