EASEACON LASHING MODULE OPTIMIZATION

LASHING FORCES - EASEACON LASHING MODULE
Faculty of Maritime Studies - SPLIT

Prepared by : Capt.Goran Belamaric, Mag. Eng.
Master Mariner
Split, listopad.2011.
SUMMARY
> 1. Theoritic Approach of ships motion and
lashing forces.
> a. Review of the basic parameter & forces based on
BV rules
> b. Deck securing
> c. Cargo Holds Stowage
> 2. Lashing module on Easecon

> a. Presentation of calculation display
> b. Example of optimisation of bay plan
Capt.Goran Belamaric, Mag. Eng
Container loss at sea

THE BASIC CAUSE of many collapsed container stows
and the loss of containers overboard can be
attributed to inadequate or incorrect securing,
resulting from either lack and/or misunderstanding of
instructions/information on-board concerning
applicable stowage and securing arrangements
EASEACON LASHING MODULE
Common reason why stows collapse

(source West of England P&I)
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Container stacks being too heavy and too high overall, exposing the
lower containers to excessive transverse racking and compressive
forces due to the tipping effect.
Containers at the top of the stack being significantly heavier than
those below.
The wind force acting on the outboard stacks not being taken into
account.
Loose lashings allowing the stacks to tilt and arrest sharply as the
slack is taken up.
Two 20 foot containers placed in a 40 foot slot, leaving insufficient
space for lashing rods to be fitted to the inward facing ends.
Out of gauge containers, such high cube boxes, mixed randomly
with standard units
High cube boxes stowed cumulatively
Securing equipment not applied correctly
Portable and/or fixed securing equipment in damaged or worn
condition
The movement of inadequately secured heavy cargo within a
container resulting in damage to the container walls
Ship motion
Ship at sea may move in
six different direction
simultaneously.
Rolling, pitching and
heaving generate the
highest forces
Pounding
Heavy pounding at
bow and stern
increases considerably
vessel motion and
lashing forces
Ship movement and forces on

containers and lashing
> Rolling
> affects container corner posts, twistlocks, hatch covers and
the deck by inducing compression and tension forces.
> The motion also creates transverse racking forces which, if
excessive, may distort the walls and ends of container
frames
> Deck cargo racking forces are resisted primarily by lashing
rods and turnbuckles
> Pitching
> Forces are similar to forces created by rolling, but acts
longitudinally
> Heaving
> Increases tension and compression forces on twistlocks and
container posts
Acceleration forces
> When considering the shipboard stowage location of
cargo items, acceleration forces should be borne in
mind:
> Lower accelerations forces occur in the mid-ship sections,
lowest cell position under deck and as close to the centerline
as possible
> Higher accelerations forces occur at ship's extremities, high
on deck and in the outrigger slots by the ship's side.
> The higher is GM the greater is righting moment when ship is
rolling, consequently transverse acceleration forces intensify
with increase of GM
Acceleration correction for ship length and speed
v = speed (knots)
L = Length between perpendiculars (m)
Forces effecting container stack
Standard ISO
Racking force door end
Racking force doorless end
Racking force side walls
-Corner post compression
*closed box containers
20
150 kN
150 kN
75 (150*) kN
864 kN
40
150 kN
150 kN
75 (150*) kN
864 kN
CLASS REQUIREMENTS
The following forces are to be considered:
> static (gravity) forces, (20 24 T, 40 30, 48 T)
> inertial forces due to ship motions (roll and heave,
pitch and heave, GM=0.07B)
> wave impact forces (forward of 0.25L, lashing strength

increased for 20%)
> wind forces, (20 10kN, 40 20kN)

> forces imposed by the securing arrangements.
Lashing bridges
Advantages:
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shorter lashing bars
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easier and safer lashing
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Possibility to secure fourth tier
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Heavier containers may be
loaded on higher tiers
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Lashing system is simple
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Easy access to reefer
containers on 2nd tier
Disadvantage:
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Lashing bridge is fixed
structure while containers are
moving with hatch covers,
resulting effect is that lashing
become slack or takes
excessive load
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Difficult maintenance of lashing
bridge - painting
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Additional weight on deck,
reduces stability
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45 container can not be loaded
on 1st and 2nd tier
Lashing in holds is done with cell guides
Lashing system
Container vessel
should be equipped
with approved
lashing system.
On deck lashing
Capt.Goran Belamaric, Ma
15
TURNBUCKLE
DUAL FUNCTION TWISTLOCK
LASHING BAR
ISO LASHING GAP
BASE TWISTLOCK
LOCKABLE STACKING CONE

16
Cargo securing manual

> The International Convention for the Safety of
Life at Sea (SOLAS), 1974, Chapter 6 (Carriage
of Cargoes), Regulation 5 and Chapter 7,
Regulation 5 (Carriage of Dangerous Goods),
requires that cargo units, including containers,
shall be loaded, stowed and secured throughout
the voyage in accordance with a Cargo Securing
Manual approved by the Administration.
CSM permitted vertical container weight

distribution
Vertical distribution in CSM

GM < 1 m
GM < 2.5 m
Mixed stowage vertical weight

distribution
20 FEET -> 2 tiers
20 FEET -> 3 tiers
CSM - loading in holds
Mixed stowage stack calculation

16
22
AFT
18
14
24
26
FWD
19.5
MAX STACK LOAD 40
120 MT
MAX POINT LOAD 40
30 MT (max stack load / 4)
CURRENT POINT LOAD 40 AFT
(16+22+18+24) / 4 = 20 MT
CURRENT POINT LOAD 40 FWD
(16+22+14+26) / 4 = 19.5 MT
Effect to on stack due to shifting of

mass, wind force, missing lashing
Easeacon Bay planner operates in

two modes: (Ctrl+L switches Lash mode while focus is on Bay Planner window)
STACK MODE
LASH MODE
When Easeacon is in STACK MODE, stack alarm (red color) appears if

stack weight is exceeded. In LASH MODE red color means that at least one
lashing force is excessive.
Bay 11, lashing / no lashing

NO LASHING
WITH LASHING
Bay 11, Red flag on GAP end

LASHED SIDE
GAP END
When 20 containers are loaded with ISO gap then lashing is from one side of
container only. Unlashed side shows increased racking force. If container is lashed
from both sides then Easeacon
warning for GAP forces may be ignored.
Bay 11, Wind or no wind

WIND
NO WIND
Identical stack when loaded in inner slot will have smaller lashing forces then stack
loaded at a ship side due to wind effect.
FORCE BY WIND = 1kN/m2
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EASEACON and max stack

Easeacon often shows some
forces to be 100 to 105% although
stack is loaded as per cargo
securing manual.
Small differences are acceptable
due to different hydrostatic data
used in calculation.
Even Easeacon lashing test
condition exceed lashing forces in
some parameters.
CSM VALUES
Change of GM and lashing forces

With change of GM acceleration forces changes, consequently all
lashing forces will change accordingly
Change of container COG

COG at 45%
COG at 60%
Easeacon default container vertical center of gravity is at 45% of container height.

Value might be changed to 50 or 60% for safer more pessimistic GM calculation.
Change of VCG reduces calculated GM consequently lashing forces are lower.
Warnings
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Exceeding the permissible stack mass may result in:

> overstressing hatch top construction,
> overstressing stowage and securing devices,
> damaging containers,
> loss of containers overboard.
Neglecting permissible sequences of masses in stacks may result in:
Failing to properly lock Twistlocks may result in:
Failing to apply lashings as lined out in the relevant bay plans may result in:
> overstressing Twistlocks,
> damaging containers (racking),
Exceeding the recommended pretension of 5 kN in lashings may result in:
> overstressing these lashings,
Exceeding of the max. GM-value in the stowage plan result in:
> higher transversal acceleration,
> damaging containers.

EASEACON LASHING MODULE OPTIMIZATION

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LASHING FORCES - EASEACON LASHING MODULE

Faculty of Maritime Studies - SPLIT

> c. Cargo Holds Stowage

> 2. Lashing module on Easecon

Capt.Goran Belamaric, Mag. Eng

Container loss at sea

Capt.Goran Belamaric, Mag. Eng