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DÜSSELDORF
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3rd Edition 2003
E-mail: duesseldorf@rickmers.net
RICKMERS

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This edition published 2003 by
Rickmers-Linie GmbH & Cie. KG
Hamburg, Germany

All rights reserved; no part of this publication may be reproduced, stored in a retrieval system or transmitted
in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the
prior written permission of the Publishers.

First Edition 1999 by Prof. Hermann Kaps, Director of Research, Gesellschaft für Angewandten Um-
weltschutz und Sicherheit im Seeverkehr / GAUSS (Institute for Environmental Protection and Safety in
Shipping), Bremen, Germany

Second Edition 2002, revised and updated by Prof. Hermann Kaps (GAUSS)

Third Edition 2003, reviewed and amended by Prof. Hermann Kaps (GAUSS), Peter Heimstaedt and Peter
van den Berg (Rickmers-Linie)

Photos and graphics contributed by:

Rickmers-Linie, GAUSS, General Electric, Hapag Lloyd, German Lashing
© front page photo: elbe & flut, Joachim Hettchen

Notice to readers:
In the event that reader feels not familiar with a description, specification, diagram and/or
calculation scheme given in this Standard Manual, please consult Rickmers-Linie GmbH & Cie. KG,
Operations Center Hamburg, Neumuehlen 19, D-22763 Hamburg (Germany),
phone no.: +49 (0)40 – 38 91 77- 200/-215, email: info@rickmers.net
 Ladies and Gentlemen,

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seafaring enjoys a long-lasting history and tradition, going far back into ancient times. From the very first
attempts to dare the perils of the sea, ships and marine services have developed to the highest possible
degree. In today's world, marine transport is the primary means of moving goods and plays a vital role in
the globalization of sourcing and manufacturing of all kinds of commodities.
Among the various modes of modern sea transport Rickmers-Linie has specialized in the shipment of
break bulk, heavy-lift and project cargo. The nature of this cargo requires special care and outstanding
performance in handling, stowage and securing. With our new Superflex MPC vessels, our experienced
and dedicated worldwide team of professionals and with the support and cooperation of our business
partners we aim to set a new benchmark for the efficient, reliable and safe transportation of non-
standardized cargo - in particular heavy-lift and project cargo.
The experience we have accumulated over decades of shipping conventional cargo, the modern technology
of our new vessels and the latest scientific knowledge have now been compiled into the 3rd revision of the
"Rickmers Standard for Stowage and Securing of Project Cargo". We wish to thank all experts who
have contributed to the revised edition of our Standard Manual. Especially, we express our sincere grati-
tude to Prof. Capt. Hermann Kaps, Director of Research at the "Institute for Environmental Protection and
Safety in Shipping" (GAUSS) in Bremen, for his fundamental work and advice in preparing this Standard
Manual.
All requirements and technical solutions described herein are primarily directed towards the Masters
of Rickmers-Linie vessels, our supercargoes, stevedores and agencies. But the customer's care and
responsibility are addressed as well. Our Standard Manual shall help to implement a prolific and trusting
cooperation between all parties involved with the aim of applying the best available transport, handling,
stowage and securing technology for all kinds of goods on board of Rickmers-Linie vessels.

Jan Boje Steffens

- President & CEO -
 Contents

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Preamble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1. Pre-Shipment Information for Shippers and Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1 Physical dynamics acting on ships in a seaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Information on cargo stowage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Documentation required from shippers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.4 Technical demands for marine transport of project cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.5 Categorization of heavy cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.5.1 Category A cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.5.2 Category B cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.5.3 Category C cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.5.4 Category D cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.5.5 Category E cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.5.6 Category F cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.5.7 Category G cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.5.8 Category H cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2. Standards for Lifting, Bedding and Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.1 Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.1.1 Basic methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.1.2 Lifting material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.1.3 Safe lifting procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.2 Bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.2.1 Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.2.2 Definition of primary and secondary members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.2.3 Definition of effective load area of primary and secondary members . . . . . . . . . . . . . . . . . . 27
2.2.4 Definition of permissible surface load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.2.5 Definition of gross bedding area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.2.6 Bedding on the tanktop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
2.2.7 Identification of type of MPC vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
2.2.8 Tweendeck panels, types and structural design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
2.2.9 Bedding on the weatherdeck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.2.10 Bedding on the hatchcover panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.2.11 New bedding system: H-beams on container fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.2.12 Bedding material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.2.13 Calculation method for steel beams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2.14 Use of platforms and flatracks for bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
2.2.15 Calculation method for strength of tweendeck and hatchcover panels . . . . . . . . . . . . . . . . . 44
2.2.16 Relevant data for stowage and bedding of vessels of Rickmers-Linie . . . . . . . . . . . . . . . . . . 45
2.3 Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.3.1 Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.3.2 Fixed equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
2.3.3 Loose lashing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
2.3.4 Options of assembled lashings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
2.3.5 Standard securing arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
2.3.6 Purchase, maintenance and sorting-out of lashing material . . . . . . . . . . . . . . . . . . . . . . . . . 83
3. Assessment of Stowage and Securing Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
3.1 Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
3.2 Onboard planning and assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
3.3 Assessment by appointed surveyors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Annex 1: Glossary of cargo securing terms and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Annex 2: Checklist for the assessment of a securing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Annex 3: Example of a calculated balance of forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Annex 4: Form for assessment of securing arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
1 2
Preamble 1. Pre-Shipment Information for Shippers and Agents

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This Rickmers Standard -in the following referred to as The Standard - is considered the main reference 1.1 Physical dynamics acting on ships in a seaway
for planning, handling, stowage and securing/lashing of project cargo in general. It applies to all vessels
1 Despite on-board and on-shore technologies ships will encounter wind and waves. Depending on
chartered and/or owned by Rickmers-Linie.
the wind force and sea state the ship will react with motions. Figure 1.2 shows six possible freedoms of
The Standard is one major component of the certified Quality Management System of Rickmers-Linie motion, which can be divided into rotation and linear motions, all of which will produce acceleration forces
(according to EN ISO 9002, until Dec. 14, 2003, followed by "EN ISO 9001: 2000"). Furthermore, it is an acting on cargo stowed in the ship's hold and/or on the weather deck.
integral part of the Safety Management System implemented by the managing owners of the vessels in
accordance with the International Safety Management Code (ISM-Code).
Other publications in this series are:
• "Cargo Management Guidelines for the Supercargo"
• "Instructions and Guidance to the Master"
The spirit and purpose of this Standard is to inform shippers of cargo units, stevedores and supercargoes
etc. about cargo handling and securing practices on board of the vessels sailing for Rickmers-Linie and to
provide a specific update to masters and officers.
Realizing that safety requirements do not necessarily contradict commercial aspects, the main objective
of Rickmers-Linie is to increase the technical and commercial performance of marine transport by avoiding
damage and loss of cargo, finally resulting in an improved safety at sea and protection of the marine
environment.
It is the traditional aim of Rickmers-Linie to maintain their high level of service quality in terms of utilizing
state-of-the-art technologies to meet the ever increasing demands on handling sophisticated and high-
value cargo. Nevertheless, the implementation of or deviation from this Standard shall be made without
prejudice to any rights or immunities under the freight contract and the terms and conditions of the appli-
cable Bill of Lading. Figure 1.1: Heavy seas
Technical details of the Standard are in compliance with the "Code of Safe Practice for Cargo Stowage
2 In heavy weather or strong swell rolling angles of 30° or even more may be experienced. Pitching
and Securing", IMO-Resolution A.714(17), as amended.
and heaving on the other hand will mainly occur in head seas and effects may be amplified by so-called
The Standard, in particular, provides detailed information about lifting, bedding and securing/lashing of "slamming".
cargo as well as the equipment used and its maintenance.
The Standard further describes the cargo information to be supplied by shippers in accordance with
Chapter VI, Regulation 2 of the SOLAS-Convention (see Ch 1.3) and the necessary configuration of lifting
provisions, bedding areas and securing points. The desired securing point configuration and lashing
scheme of the cargo corresponds with the tensile strength (MSL as per IMO) of the fixed and loose securing
gear on board of the vessels and their deck lay-out.
If a certain provision of the Standard cannot be met for any reason, an alternative solution with an equivalent
level of safety shall be applied. No provision of this Standard shall dispense either the Shipper or the
Carrier from fulfilling their lawful duties.
Nothing in this 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 adhered to.
Any relevant contribution, suggestion, comment, information and advice is highly appreciated.
Rickmers-Linie, therefore, welcomes comments and recommendations for improving this reference.
Readers are requested to send their proposals by letter or email to: © RICKMERS

Rickmers-Linie GmbH & Cie. KG Figure 1.2: Six freedoms of motion

attn. Manager Marine Operations
Neumuehlen 19 3 Although the ship's management is trained and advised to reduce these motions in heavy seas by
D-22763 Hamburg (Germany) choosing a suitable course and speed, there is a certain range of such accelerations considered inevitable.
email to: info@rickmers.net Values have been laid down by the IMO (International Maritime Organization) as international standard
(see also IMO "2002 Amendments to the Code of Safe Practice for Cargo Stowage and Securing", table 2
- Basic Acceleration Data). On the one hand this calls for special attention to stowage, securing and lashing
to meet IMO-requirements, on the other hand it is important that shippers provide cargo ready-made for
ocean transport, with adequate packaging and sufficient lashing provisions to enable securing and lashing
to standard.
3 4
4 Acceleration forces can be estimated by using the calculation methods mentioned in the IMO 5 The local strength of the ship's structure can be seriously affected by placing one or more heavy

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"Code of Safe Practice for Cargo Stowage and Securing" (CSS) and its 2002 Amendments. Under the
terms of these methods forces are determined from the mass of the cargo and the "basic acceleration
data" depending on stowage position of cargo on board. This method is also described in the vessel's
"Cargo Securing Manual" (CSM). Using a simplified illustration (see figure 1.3), based on a multi-pur-
pose cargo ship typically operated by Rickmers-Linie, these forces can be visualized and demonstrated
as a fraction of the acceleration due to gravity. By means of these calculated (i.e. estimated) acceleration
forces the appropriate securing and lashing arrangement may be easily identified. The obtained data are
to be corrected for length, speed and stability.
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cargo units with undersized "footprint" areas (i.e. supporting areas) in a delicate stowage position and/or
arrangement, especially by disregarding transverse and longitudinal main girders. As for the local strength
of such strong points, the maximum uniformly distributed load of vessel`s stowage areas is different for
every cargo space on board. In the following this parameter is referred to as Permissible Surface Load or
"PSL" and is also known as "Uniform Load", "Uniform Loading" or "Deck Load".
With respect to the new "Superflex Heavy Multi-Purpose Container" vessels (MPC) of Rickmers-Linie the
PSL-values are limited as follows (see also chapter 2.2):
• Weather deck : 2.5 t/m2 or mt/sqm

0.8 g • Hatchcovers : 2.5 t/m2 or mt/sqm

0.3 g • Tweendeck panels : 4.0 t/m2 or mt/sqm

• Tanktop hold no. 1 : 13.75 t/m2 or mt/sqm
0.8 g
• Tanktop holds no. 2 - 4 : 22.0 t/m2 or mt/sqm
• Tanktop hold no. 5 : 13.5 t/m2 or mt/sqm
• Weather deck bay 40 : 2.5 t/m2 or mt/sqm
It must be emphasized that aforementioned strong points should not to be strained additionally with heavy
lifts if calculations show that, without this load, the permissible surface load of the stowage area in the
effective working area of these primary girders has already been met.
0.8 g

0.3 g
0.8 g

Figure 1.3: Longitudinal, transverse and vertical acceleration forces

1.2 Information on cargo stowage

1 Oceangoing cargo ships are unique in their intelligent combination of electronic and mechanical
components. First and foremost they are designed to take in and to transport cargo, to stay afloat even in
the heaviest seas, to maintain and resume upright conditions through sufficient and reasonable stability
and, of course, to remain watertight, come what may.
2 Cargo ships are, virtually, huge warehouses featuring three or more stories due to their primary
purpose to carry great amount of goods. They are equipped with an energy producing plant and with auxiliary
equipment for various services as well as the necessary spaces for operation and navigation. On top of
all, ships carry a multi-storied living quarter to accommodate all crew over months.
3 The stability of a ship is defined by its physical ability to retain an upright condition and to develop
righting moments once it has been subjected to external forces causing the ship to heel to one side.
Parameters of stability are the so-called metacentric height (GM) and the righting arm (GZ). Under all Figure 1.4: Heavy project cargo units stowed and secured on board a vessel
circumstances the GM shall be positive and not be reduced to its lower limit which is, depending on
ship type and size, stipulated by the "Intact Stability Code", IMO resolution A.749(18), the "International 6 The majority of heavy-lift cargo ships are so-called "tweendeckers" with at least one fixed tween-
Convention on Load Lines, 1966" (LLC) and national regulations of the individual flag states. Same applies deck as a prominent feature. As tacitly agreed by ship owners, average vertical clearance of the lower
to the righting arms which are to be kept above certain minimum values determined by aforementioned cargo holds adds up to about 5 meters. Widths and lengths of cargo holds, on the other hand, may differ
regulations as well. The vertical distribution of cargo on board the ship exerts a predominant influence on considerably. In general, dimensions of cargo holds do rarely fall below 12 by 10 meters. However, the
its stability. major handicap of vintage heavy-lift ships remains to be the protruding hatch coamings fore and aft which
hamper under deck stowage of heavy items and, consequently, leading to the typical high stowage ratio.
Note: Shipboard supervision and surveying of actual cargo allocation is, therefore, one of the most important jobs of
Masters and Chief Officers.

4 The longitudinal strength of a ship is not unlimited. It is, therefore, necessary to distribute all
masses, i.e. cargo, bunker and ballast, fairly even over the length of the ship. Otherwise excessive bend-
ing of the hull would occur which might lead to structural failure and the risk of total loss, particularly in
heavy seas. Although nowadays an increasing number of cargo ships are equipped with tailor-made and
approved loadmaster software running on suitable personal computers, it is of utmost importance that
masters and/or chief officers check and verify the longitudinal strength and torsion on a regular basis.
5 6
7 The new series of "Superflex Heavy Multi-Purpose Container" vessels (MPC) of Rickmers-
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Linie, introduced in June 2002, have marked a milestone in the development of multi-purpose cargo ships.
Each hold is a perfectly cuboid-shaped (box-shaped) cargo space without any protruding or projecting
obstruction, thus, significantly facilitating the utilization of available stowage areas. Here, the most eye-
catching and distinctive element of the MPC series is the variable tweendeck arrangement. It consists of
104 steel panels which allow for a flexible adjustment of tweendeck clearance and ideal distribution of
cargo in the holds.
Figure 1.5: Box-shaped cargo hold on board of Rickmers Hamburg-Class vessel
8 It is self-explanatory that a deliberate layout of cargo holds regarding securing provisions is
essential for safe stowage and securing of heavy cargo units. In practice ships have been upgraded
quite often by additional securing provisions in the course of previous shipments. It should be noted that
these measures require to be surveyed and officially approved by the concerned classification society.
Manufacturing, material quality, welding techniques and strength are criteria subjected to acknowledged
industry standards. Regarding the strength criteria it is important to distinguish two determinant values:
• the Minimum Ultimate Load (MUL) also known as Breaking Strength or Breaking Load (BL)
• the Maximum Securing Load (MSL) or Lashing Capacity (LC)
Both values are measured in dimensions of either kilo-Newton (kN)1 or deka-Newton (daN)2
For instance, customary drop-forged "D-Rings" as used in container securing systems provide a
breaking load of 500 kN (≈ 51.0 t) while re-fitted "D-Rings" made of mild steel normally do not exceed
breaking loads of 160 kN (≈ 16.3 t) (see also chapter 2.3). Taking into account MSL-value as a percentage
of the BL3, which is 50%, the corresponding Maximum Securing Loads (MSL) amount to 250 kN (≈ 25.5 t)
and 80 kN (≈ 8.2 t) respectively.
1
Note: In the IMO "Code of Safe Practice for Cargo Stowage and Securing" (CSS) "kilo-Newton" (kN) is ap plied as dimension
unit for strength classification of fixed and loose lashing gear.
2
Note: According to European Standard EN-12195-2 the European Commission has stipulated the dimension unit for
strength of web lashing gear to be "deka-Newton" (daN).
3
Note: According to Table 1 of the Annex 13 to the IMO "Code of Safe Practice for Cargo Stowage and Securing".
1 kg = 9.81 N  1 daN = 10 N = 1.02 kg
1 kN = 1000 N = 1000 N x (1 kg / 9.81 N) = 101.9 kg
1000 kg = 1 t = 1 metric ton = 1 mton or also mt
The percentage or "safety factor" given to establish MSL out of BL for the purpose of lashing is not to be
taken for hanging loads. For safe lifting, the Working Load Limit (WLL) also known as Safe Working Load
(SWL) has to be calculated with a minimum safety factor of 4 (SF = 4) against the BL. For example, "Green
Pin" shackles have a SF of 5 which means that the minimum guaranteed breaking load is at least 5 times
the working load limit.
1.3 Documentation required from shippers
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Legal background
1 With respect to providing information about cargo, following is stated in the Annex to the
"International Convention for the Safety of Life at Sea" (SOLAS) 1974, Chapter VI, Regulation 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.
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.
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.
2 In this context Sub-Chapter 1.9 of the "Code of Safe Practice of Cargo Stowage and Securing"
(CSS) says:
1.9.1 Before accepting a cargo for shipment, the shipowner or ship operator should obtain all necessary
information about the cargo and ensure that:
• the different commodities to be carried are compatible with each other or suitably separated;
• the cargo is suitable for the ship;
• the ship is suitable for the cargo; and
• the cargo can be safely stowed and secured on board the ship and transported under all
expected conditions during the intended voyage.
1.9.2 The master should be provided with adequate information regarding the cargo to be carried so
that its stowage may be properly planned for handling and transport.
It must be pointed out that the recommendatory status of the CSS, expressed by the wording "should", has
been changed by the SOLAS convention into a mandatory status for this particular sub-chapter 1.9.
Objectives and Requirements of Rickmers-Linie
3 Rickmers-Linie introduces, by means of this Standard, a general classification of cargo units
in order to release more specific technical reference with regard to the great variety of heavy cargo with
different handling parameters. It categorizes the specific demands on marine transport of project cargo,
in particular heavy cargo units (heavy lifts), all necessary features of relevant items for a safe handling
(lifting), stowage (bedding), securing (shoring, chocking) and lashing (tying-down) as well as the appropriate
information required from the shipper. Please find detailed category-related instructions in subchapter 1.5.
4 Shippers are kindly requested to take this type classification duly into account when giving
booking orders for the cargo envisaged for shipment, to identify required provisions and physical charac-
teristics of each unit, to ensure compliance with these requirements and notify Rickmers-Linie accordingly.
This notice is required to be in writing, which may include the use of electronic data interchange (EDI) and
shall be presented not less than ten working days prior to the scheduled loading time.
5 The respective Cargo Operator of Rickmers-Linie or the assigned Cargo Superintendent
(Supercargo) shall, after receipt of the necessary cargo information, work out a pre-stowage plan com-
prising the cargo allocation, details on bedding and, if considered necessary, information on securing and
lashing arrangements for the relevant cargo unit(s). By preference, this plan should be submitted to the
Shipper (or his appointed representative) in due time for approval.
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1.4 Technical demands for marine transport of project cargo For minimum diameters of eye plate holes related to the diameters of shackle pins please refer to the table

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shown as follows:
1 Despite manufacturer's highest standards, Shippers sometimes have to deal with heavy project
cargo units that are not prepared for marine transport.
WLL WLL Diameter Diameter Diam. of Weight Guaranteed MSL
Recognizing the difficulties of many Shippers to identify and comprehend the specific requirements of
(SWL) (SWL) of shackle of shackle eye plate of breaking – only for
ocean transport, Rickmers-Linie offers professional assistance in case of need. Clients are therefore kindly
pin pin holes Shackle load BL lashing –
requested to contact the nearest Cargo Operation Center of the Rickmers organization or to call one of our
agents next to you. Upon publishing this Standard cargo operation centers can be contacted in Hamburg, [kN] [t] [in.] [mm] [mm] [kg] [kN] [kN]
Houston and Shanghai.
294 30 1 1/2 41.2 45 9.43 1,589 795
Lifting 392 40 1 3/4 50.8 56 15.3 2,119 1,060
2 Cargo without lifting provisions
540 55 2 57.2 64 23.6 2,914 1,457
There are several possible methods of fastening heavy cargo units to the ship's lifting gear and shore
cranes. If the cargo unit is not equipped with lifting provisions the Shipper shall advise, by means of a 834 85 2 1/2 69.9 78 43.5 4,503 2,252
drawing in a suitable scale, the admissible or suitable lifting areas where wire rope or fiber slings, wire or 1,177 120 3 82.6 90 80.7 6,357 3,179
fiber belts or even chains should be slung around. In case of a non-symmetrical lifting arrangement with
regard to the center of gravity (CG), a lifting scheme shall be supplied by the Shipper providing length and 1,472 150 3 1/2 95.3 105 120 7,946 3,973
size of the lifting equipment in order to maintain an equalized lift. Special care against sliding of the slings
shall be provided as well as sufficient protection of the cargo against damage caused by contact with the 1,717 175 4 108 118 153 9,270 4,635
lifting equipment. 1,962 200 4 3/4 121 132 204 7,848 3,924
3 Cargo with lifting provisions
2,453 250 5 127 138 272 9,810 4,905
If the provisions consist of fixed lifting lugs, their alignment should either focus on the CG (center of gravity)
of the cargo unit to allow for a single-hook lift, or perpendicular to its longitudinal axis. Any deviation from 2,943 300 6 152 154 352 11,772 5,886
this rule must be agreed upon by the Supercargo or the respective Cargo Operator of Rickmers-Linie. 3,924 400 7 178 194 500 15,696 7,848
Also here, in case of a non-symmetrical lifting arrangement with regard to the CG, a lifting scheme
shall be supplied by the Shipper providing length and size of the lifting equipment in order to maintain
Table 1.1: Relation between shackle pin diameter / eye plate hole
a horizontal lift.
for Crosby "bolt-type anchor shackles"
4 In practice mostly drop-forged steel or forged alloy shackles are used for marine lifting purposes.
Customary lifting shackles are so-called "Anchor Shackles" available for following capacities: Above table reflects parameters of "Red Pin" shackles (Grade 80) made by U.S. manufacturer Crosby®.
Larger sizes are available.
Forged Alloy Steel: 300 kN through 3,000 kN WLL (also called SWL)
Another manufacturer of heavy-duty Anchor Shackles is Dutch Van Beest B.V. whose "Green Pin" shackles
Cast Alloy Steel: 2,000 kN through 12,500 kN WLL
differ slightly, but are counted among the best products in that field as well. Green Pin shackles are provided
with a safety factor of five (SF = 5), see table 1.2 .
Note: High tensile Anchor Shackles are lighter and easier to handle than customary shackles of similar capacities due
to their smaller dimensions and lower weights. They require eye plate holes with smaller diameters as indicated
above, but, also demand for higher grade steel plates and higher quality of engineering and production.
For more information on high tensile lifting components contact your local specialized dealer (see "Yellow Pages"
or browse the Internet).
Note: If lifting and lashing provisions have been designed to be used together with "Crosby"-type shackles, "green pin"
shackles will not fit because of the bigger pin diameter.

Note: WLL and SWL are commonly used and have been introduced by different organizations as the limit for safe lifting
of cargo. WLL indicates the Working Load Limit and SWL the Safe Working Load. The brevities WLL and SWL are
subject to the similar regulations if not the same, which means that WLL and SWL provide the same safety for labor
and ship's crew. MSL or LC are only valid for securing cargo for transport and never for lifting.
In order to overcome problems while attaching lifting equipment to the cargo the Shipper shall hand over to
Rickmers-Linie – well in advance of the shipment – all information about diameters of holes in lifting lugs,
lashing provisions or other eye plates suitable for lifting and lashing, so that this can be checked with the
vessel's stock and sufficient time remains to arrange for any failing equipment.
Note: The Shipper shall hand over to the Master of the respective vessel certificates of all shackles and lifting equipment
supplied for lifting the cargo.

Anchor shackles are widely used in seaport terminals around the world. According to major industrial
standards, e.g. EU-standard prEN-13889, German DIN 82016, U.S. Federal Specification RR-C-271D,
ISO/DIS 2415, etc., the Minimum Ultimate Load (i.e. minimum guaranteed Breaking Load known as BL)
of heavy-duty Anchor Shackles is 5 to 5.4 times the Working Load Limit for sizes 300 through 1,750 kN.
For sizes 2,000 thru 4,000 kN, this Breaking Load is 4 times the Working Load.
9 10
Bedding

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WLL WLL Diameter of Diameter of Weight Guaranteed MSL
(SWL) (SWL) shackle pin eye plate of breaking – only for lashing – 6 As a rule of thumb it can be stated that the heavy cargo unit should be delivered alongside ship
holes Shackle load BL with a footprint area as large as possible within the dimensional limits of the unit. Furthermore, this foot-
print should be symmetrical to the center of gravity as far as practicable. Following this principle valuable
[kN] [t] [mm] [mm] [kg] [kN] [kN]
time can be saved by finding an optimum stowage area for heavy cargo units in general, since positioning
4.91 0.5 8 10 - 24.6 12.3 will be less critical and the risk of overstressing the ship's structure will be reduced to a minimum. Bearing
in mind the high acceleration forces and healing angles of more than 30° sufficient securing/lashing should
7.36 0.75 10 12 - 36.8 18.4 be provided. Special attention should be paid to the cargo, its substructure and the friction between the
supporting area and the footprint area of the cargo.
9.81 1.0 11 13 - 49.1 24.6
7 From the Carrier's point of view it would perfectly match his requirements if the Shipper provides
14.7 1.5 13 15 - 73.5 36.8
a special substructure (cradle, trestle or support) to enable straightforward bedding of the concerned
19.6 2.0 16 18 0.4 98.0 49.0 cargo unit. Such resting structures must be able to safely absorb (without deformation or flexibility) sud-
denly applied peak loads. These loads may, by all means, rise to a "Dynamic Amplification Factor" (DAF)1
31.9 3.25 19 22 0.7 160 80.0 of 1.8 related to the gross weight of the cargo unit. Suddenly applied peak loads to the inertial forces are
46.6 4.75 22 25 1.3 233 117 caused by large amplitude motions of the ship, particularly, while heavy rolling and pitching. Each of these
motion types may generate high degrees of acceleration forces leading to extreme dynamic strain, either
63.8 6.5 25 28 1.8 319 160 transverse and vertically, but also in longitudinal direction. Basically, common timber cradles, purpose-built
83.4 8.5 29 32 2.5 417 209 to match requirements of road and rail transport, are to be considered unsuitable for oceangoing cargo
ships. To overcome this problem many professional sea port terminals operate packing centers which are
93.2 9.5 32 35 3.5 466 233 experienced in the design of custom-made cradles and other kinds of beddings for heavy cargo units.
1
118 12.0 35 38 5.0 590 295 Note: The "Dynamic Amplification Factor" for a dynamic system with one degree of freedom can be approximated as the
ratio of the suddenly applied peak loads to the inertial force of the system that has to withstand that shock.
132 13.5 38 42 6.8 660 330
CDAF = Fspike / m · g
167 17.0 41 45 8.8 835 418 where CDAF = Dynamic Amplification Factor
Fspike = Suddenly Applied Peak Load/Impulse [kN]
245 25.0 51 55 14 1,225 613
m = Structure Mass / Gross Weight of cargo unit [mt]
343 35.0 57 64 21 1,715 858 g = Acceleration due to Gravity [m/s2]

540 55.0 70 78 42 2,700 1,350 For dynamic strain the Dynamic Amplification Factor is multiplied by the static load, i.e. Gross Weight x Acceleration
due to Gravity, to determine how much the dynamic peak load will be. Structural computations solely using static
834 85.0 82 90 65 4,170 2,085 models must include a margin at least equal to the Dynamic Amplification Factor or the structure will eventually fail
under peak load.
1,177 120 95 105 112 5,885 2,943
Note: The Dynamic Amplification Factor is not a safety margin! It is a measure of required strength for normal operation
1,472 150 108 118 160 7,360 3,680 of a dynamic system. It represents expected loads. However, since the simplified equation given here is NOT a
thorough treatment of the Dynamic Amplification Factor for anything but a simple structure, it is often difficult to
1,962 200 130 140 235 9,810 4,905 apply. Thus, it has become popular for engineers in some disciplines to include this factor in their "safety margin"
for systems which are too complicated to model accurately but whose Dynamic Amplification Factor is empirically
2,453 250 140 150 285 12,265 6,133 known to be a low value.
2,943 300 150 160 340 14,715 7,358 8 The Shipper shall, where appropriate, indicate bedding areas of the cargo unit in a drawing of
sufficient scale with all necessary information clearly visible. The Shipper shall confirm in writing that the
3,924 400 175 190 560 19,620 9,810
substructure, i.e. cradle/trestle/support etc., has been approved for ocean transport.
4,905 500 185 200 685 24,525 12,263
Securing
5,886 600 205 220 880 29,430 14,715 9 Heavy cargo units should generally be equipped with securing provisions of sufficient strength
6,867 700 215 230 980 34,335 17,168 and number. For the design of the securing point arrangement following rule-of-thumb method can be
applied:
7,848 800 220 240 1,100 39,240 19,620
"The total breaking strength of all securing points should not be less than 2.8 times the weight of the unit.
8,829 900 230 250 1,280 44,145 22,073 The arrangement of these securing points should be symmetrical to the center of gravity of the unit. The
value of the total breaking strength is to be divided for portside, starboard, forward and aft into approxi-
9,810 1,000 240 260 1,460 49,050 24,525
mately 40%, 40%, 10% and 10% of (2.8 · m · g) (where g = 9.81 m/s2) respectively."
Table 1.2: Relation between shackle pin diameter / eye plate hole for Green-Pin shackles Note: Compared to the CSS 1994/1995 rule-of-thumb method: 40% out of factor 2.8·g equals 1.12·g as breaking strength,
which, applied with a SF of two (MSL = 50% BL) gives an MSL of 50% x 1.12·g = 0.56·g, which is 5.5 m/s2, for
both port and starboard and 0.14·g, which is 1.4 m/s2, for forward and aft securing. Bearing in mind a friction coef-
5 The safety factor of each single lifting provision shall not be less than four (SF = 4), calculated on
ficient of 0.3 (f = 0.3) for friction between steel and timber, which roughly means that 0.3 x g = 2.9 m/s2 works as
basis of the worst allowed lifting arrangement. The Shipper shall, where appropriate, indicate the lifting counterforce against the acceleration forces, the transverse total counterforce of friction and MSL adds up to 5.5 +
provisions of the cargo in a drawing of sufficient scale, showing the worst allowed lifting arrangement. The 2.9 = 8.4 m/s2 and the longitudinal counterforce adds up to 1.4 + 2.9 = 4.3 m/s2 which is still covered by the "basic
strength of these provisions shall be confirmed in writing. acceleration data" obtained from the CSS 1994/1995 Advanced Calculation Method.
Note: The lifting provisions, if applied in a suitable way, can also be used for securing/lashing of the heavy lift.
11 12
10 The 2002 Amendments to the "Code of Safe Practice for Cargo Stowage and Securing" show a Note: If a certified shackle is used in an eye plate in connection with certified lashing gear and certified lashing wire,

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rule-of-thumb method which can be taken from: special attention must be paid to the BL and MSL of the eye plate. For this reason the Shipper shall provide docu-
ments that specify the breaking strength of securing points of the cargo.
Ch 5.1 "The total of the MSL values of the securing devices on each side of a unit of cargo (port
as well as starboard) should equal the weight of the unit (kN)." 13 If there are no securing points on the cargo unit, securing should be done by using half loops
and/or head loops of wire rope or lashing chain (see figure 2.3.8 and 2.3.9). In this case the Shipper shall
Ch 5.2 "This method, which implies a transverse acceleration of 1g (9.81 m/s2), applies to nearly indicate in a drawing of sufficient scale or by clear marking on the unit where such loops can be applied.
any size of ship, regardless of the location of stowage, stability and loading condition,
season and area of operation. The method, however, takes into account neither the 14 The appropriate design of a vulnerable project cargo unit should include an "imaginary lashing
adverse effects of lashing angles and non-homogeneous distribution of forces among the point area" around the unit. This area should accommodate the securing points, preferably D-rings which
securing devices nor the favorable effect of friction." are available in standardized sizes. This strong imaginary belt should be at about 40% of the height of
the unit in its transportation position, but not higher than 2 meters. With such a distribution of securing
Ch 5.3 "Transverse lashing angles to the deck should not be greater than 60° and it is important elements of similar material and length, a "uniform elastic behavior" within the lashing arrangement can
that adequate friction is provided by the use of suitable material. Additional lashings at be provided according to the CSS. Wooden cases as well as GRP (glass fiber reinforced polyester) boxes
angles of greater than 60° may be desirable to prevent tipping but are not to be counted could be provided with a steel belt or steel reinforcements with D-rings attached to match such an arrangement.
in the number of lashings und the rule-of-thumb."
11 Each securing point of a cargo unit should have a breaking strength of not less than 200 kN.
Preferably, securing points should be provided by using so-called "D-rings" which allow for lashings up to a
breaking strength of 490 - 500 kN (≈ 50 t). They are designed to take up forces from almost all directions
and overcome the main disadvantage of lifting lugs made from steel plates and or eye plates which usually
can only take up forces in the plane of the plate itself. By using a shackle and a symmetrical lashing
arrangement the applied lashing force can be increased, but the collective force of this arrangement is
still to be kept in the plane of the lashing plate, since otherwise the lashing plate will bend under extreme
circumstances, with all its consequences.
Note: The breaking strength of securing points and their positions shall be confirmed by the Shipper in writing.

12 The determination of MSL from breaking strength BL is mentioned in the 2002 Amendments to
the "Code of Safe Practice for Cargo Stowage and Securing":
Ch 4.2: "Safe Working Load (SWL) may be substituted for MSL for securing purposes, provided
this is equal to or exceeds the strength defined by MSL." © RICKMERS

The MSLs for different securing devices are give in table 1 (of CSS-Code, see following
table) if not under 4.3 of CSS: Figure 1.6: "Strong belt" and "strong foot" for lashing and shoring

15 Additionally, an appropriate design should include a framing which allows for adequate shoring
Material MSL (use of timber beams), welded stoppers and/or lashing. The use of flat timber, plywood, soft boards, rubber
mats and/or timber beams not only provides friction against sliding, but also levels out small differences
shackles, rings, deckeyes, 50% of breaking strength in height with the effect of a uniformly distributed weight of the heavy cargo unit transferred into the ship's
turnbuckles of mild steel structure. For this reason the design of the framing should consider the "permissible surface load" of the
fiber ropes 33% of breaking strength tanktop, the tweendeck and/or tweendeck panel for cargo without deck option. For cargo with deck option the
"deck load" of the hatchcover panels should be taken. For the lower hold and tweendeck, shoring/chocking
and/or use of welded stoppers is preferred but does not prevent tipping. D-rings and/or eye plates are
web lashings 50% of breaking strength absolutely essential if no wires can be slung around the cargo.
16 Also special attention must be paid to the system of securing. For example, considering securing
wire ropes (single use) 80% of breaking strength
in transverse direction, a combination of rigid and flexible securing like welded stoppers and steel wire
should be avoided at all times. Since always the most rigid securing device, in this case the welded stoppers,
wire ropes (re-useable) 30% of breaking strength will take over the entire horizontal load, they should be calculated as such. In this case the main function
of the lashings is to prevent tipping. The remaining advantage of the flexible lashings is the increased
steel band (single use) 70% of breaking strength pressure out of the vertical component (Fz) of the lashing force which results in a higher pressure and
subsequently higher friction resistance.
lashing chains 50% of breaking strength 17 The Shipper shall provide a drawing of sufficient scale with information on all necessary securing
provisions. It is paramount that the overall dimensions include all protrusions like lifting provisions, protec-
tion casings, packaging, guard rails etc. in order to enable proper planning of the heavy-lift operation and
"The MSL of timber should be taken as 0.3 kN/cm2 normal to the grain." stowage (see figure 1.7).
18 The Shipper shall check and take care that, if a heavy cargo unit is provided with a hydraulic system,
Ch 4.3 "For particular securing devices (e.g. fiber straps with tensioners or special equipment
all parts of this hydraulic equipment are protected with adequate packaging. He should always bear in
for securing containers), a permissible working load may be prescribed and marked by
mind that contact with oily products will reduce friction to a minimum which can end up in a disaster.
authority. This should be taken as the MSL."
Note: Especially in case of heavy cargo units that have been partly dismantled for transport, the Shipper shall take all
Ch 4.4 "When the components of a lashing device are connected in series (for example, a wire measures to close hydraulic systems or any other parts of the cargo in order to prevent oily products leaking from
to a shackle to a deckeye), the minimum MSL in the series shall apply to that device." the cargo when the ship heels over in heavy seas.
13 14
The Ship's Management should at all times pay very special attention to lifting, stowage and securing of such 1.5 Categorization of heavy cargo units

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units to avoid problems in heavy weather. If oily products are spilled on the stowage area and lashings
break away due to a reduction of friction resistance, there is no more chance of replacing broken lashings
when the ship is rolling. On supply vessels, for example, where contact with oily products is inevitable, a
friction coefficient of zero (f = 0) is stipulated, resulting in stoppers or lashings capable of bearing the full
acceleration forces of the heavy cargo unit.
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1.5.1 Category A cargo units
1 This category includes heavy and compact units with integrated lifting provisions, standing upright
on their base structure, with a solid surface and generating high deck loads. Examples are transformers
and generators. Lifting of these units will usually be performed by methods (a), (b), (d) or (e) according to
chapter 2.1 of this Standard.

mass = 82 t
4.905 m
TOP VIEW breaking load of lifting fittings

0.455
= 100 t each

centre of gravity breaking strength of lashing

0.82 m rings = 450 kN each
0.82 m
foot print scale: 1 : 100

10.000 m 3.600 m

SIDE VIEW
FRONT VIEW
lifting fittings

3.740 m
3.000 m

centre of gravity
1.805

5.950 m 1.905 m 2.405 m

© RICKMERS

Figure 1.7 Sample scale drawing containing information required from the Shipper

Figure 1.8: Category A transformer being lifted on board

2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions and the footprint, can be taken from the
drawing. The position of the center of gravity (CG) of the unit should be given, showing dimensions in x, y
and z-axis.
3 The Shipper shall also provide a drawing showing the suitability of the lifting provisions for securing
the cargo. Whether these lifting points can be used for securing may depend on the direction of stowage
onboard of the ship.
4 If the lifting provisions are not suitable for securing/lashing the cargo, a sufficient number of securing
points on the cargo unit should be provided as described in chapter 1.4 of this Standard.
5 The Shipper shall provide documents that specify the breaking strength of lifting and securing
points of the cargo. If any provision of the cargo unit is not intended for securing but can also be used for
securing due to its strength, this should be clearly advised by the Shipper in writing as well.
15
1.5.2 Category B cargo units
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1 This category includes large and heavy units which will be transported horizontally, not resting on
their base, with a soft or only partially rigid surface and sometimes without any lifting and/or securing pro-
visions. Examples are columns for the chemical industry and pressure vessels of all kind. Lifting of these
units will usually be performed by using lifting slings or belt slings according to methods (c), (f), (g) or (h)
as shown in chapter 2.1 of this Standard.
Figure 1.9: On-deck shipment of a Category B unit
2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions and the saddles/bedding areas, can be
taken from the drawing. The Shipper shall provide the position of the center of gravity (CG) of the unit,
showing dimensions in x, y and z-axis.
3 If the unit is fitted with securing points, their total breaking strength should be not less than 2.8
times the weight of the unit and their position should be, if possible, evenly distributed and symmetrical to
the center of gravity (CG) of the unit as lined out in chapter 1.4.9 of this Standard.
4 If this cannot be achieved due to the specific nature of the cargo unit, the Shipper shall indicate areas
in the drawings where half-loop lashings made of wire rope or chain should be attached. If possible, these areas
should be evenly distributed along the length of the unit and symmetrical to the center of gravity.
5 The Shipper shall provide documents that specify the breaking strength of lifting and securing
points of the cargo. If any provision of the cargo unit is not intended for securing but can also be used for
securing due to its strength, this should be clearly advised by the Shipper in writing as well.
6 The Shipper shall also provide documents that specify the breaking/design strength of the steel/
wooden cradles in horizontal and vertical direction.
16
1.5.3 Category C cargo units
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1 This category includes heavy and open steel structures with lifting and securing provisions and
a defined bedding area along the supporting structure. Examples are prefabricated structures like econo-
mizers and condensers in steel framing for industrial plants, power stations etc.. Lifting of these units will
usually be performed by using lifting slings or belt slings according to methods (a), (b), (d) or (e) as shown
in chapter 2.1 of this Standard.
Figure 1.10: Category C units stowed in the lower hold
2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions, diameters of the holes if any, the footprint
and securing points, can be taken from the drawing. The Shipper shall provide the position of the center of
gravity (CG) of the unit, showing dimensions in x, y and z-axis. The relation between the diameter of the
hole of each single lifting provision and the size of the respective shackle can be taken from table 1.1 or
1.2 of chapter 1.4 of this Standard.
3 The safety factor of each single lifting provision shall not be less than factor four (SF = 4) cal-
culated on basis of the worst allowed lifting arrangement. The Shipper shall, where appropriate, indicate
the lifting provisions of the cargo in a scale drawing showing the worst allowed lifting arrangement. The
strength of these provisions shall be confirmed in writing.
4 The total breaking strength of the securing points of the cargo unit should be not less than 2.8
times the weight of the unit and their position should be, if possible, symmetrical to the center of gravity
(CG) of the unit as outlined in chapter 1.4.9 of this Standard. Each securing point should have a strength
of not less than 200 kN.
5 Because of the nature of the framing, transverse sliding can be prevented by using flat timber or
plywood for friction resistance and by using timber beams against the framing for shoring/chocking of the
unit, or alternatively by welding stoppers if feasible (see chapter 2.3 of this Standard).
6 If securing points consist of eye plates or similar fittings the diameter of the eyes should not be
less than provided in table 1.2 of this Standard. The Shipper shall provide documents that specify the
breaking strength of lifting and securing points of the cargo.
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1.5.4 Category D cargo units 1.5.5 Category E cargo units

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1 This category includes vulnerable and heavy units without special lifting provisions. Lifting areas
are generally marked on the unit. The units are covered with a comparatively light metal or wooden casing.
Examples are wooden cases and cable drums. There are generally no securing points. Lifting will be per-
formed by one of the loop methods defined in chapter 2.1 of this Standard unless there are special lifting
provisions accessible through apertures in the outer casing.
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1 This category includes unpacked and irregular shaped cargo units of moderate weight without
specific bedding areas and without specific lifting provisions or securing points. Examples are structures
parts like crane booms and lattice girders. Lifting of these units will usually be performed by using one of
the loop methods (c), (f) or (h) as shown in chapter 2.1 of this Standard.
2 A scale drawing is generally not required unless the overall shape of the unit deviates consider-
ably from a block shape or if there are special demands for lifting, bedding and securing. As a minimum
the Shipper's documents shall include the length, breadth and height of the unit as well as the gross mass
and the position of the center of gravity (CG) of the unit, showing dimensions in x, y and z-axis.
3 Bedding of the unit may require dunnage like flat timber or timber beams. In order not to overstress
the ship's structure this should preferably be positioned on strong points within the ship's structure like
main girders of the double bottom (tanktop), tweendeck, tweendeck panels or hatchcover panels or also
on bulkheads.
4 Securing of the unit will generally be possible by means of wire rope lashings around parts of the
cargo unit or by using half-loop wire rope lashings. Upon releasing cargo description the Shipper shall
confirm this method of securing in writing or advise an alternative method, e.g. welding stoppers to prevent
sliding in combination with minor diagonal securing against tipping.

1.5.6 Category F cargo units

1 This category includes vehicles on rubber wheels, steel tracks or steel wheels with or without
defined lifting provisions and without defined securing points. Lifting will generally be performed by one of
the methods defined in chapter 2.1 of this Standard or a combination of these methods, where in addition
special lifting spreaders may be necessary.

Figure 1.11: Category D unit without securing points

2 A scale drawing is generally not required, but the Shipper's documents shall include the length,
breadth and height of the unit as well as the gross mass and the position of the center of gravity (CG) of
the unit, showing dimensions in x, y and z-axis. The Shipper shall also declare in writing 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 absolutely vital that the intended positions of lifting slings or apertures that provide access
to lifting points are clearly marked on the unit. This applies also for lifting devices, e.g. for lifting of cable
drums, if advised. The breaking strength of the lifting arrangement shall be not less than four times the
weight of the unit (SF = 4), paying special attention to any diagonal direction of chain, wire rope and
shackles, which increases the load on the lifting gear considerably. The Shipper shall provide documents
that specify the breaking strength of the lifting arrangement/equipment.
4 The bedding of wooden cases does normally not require special information from the shipper.
Heavy cable drums should be provided with a steel structure able to take acceleration forces and wide
enough in order to match the deck load of the stowage area.
5 Securing of such units can be difficult if they are not stowed in a tight cross-stowage pattern. The
Shipper should state in his document if the structural strength of the outer casing of the unit is suitable Figure 1.12: Tracked vehicles as category F cargo units
for securing by head loops assuming a securing force to each side of 50% of the weight of the unit. This
is particularly important if the unit shall be shipped on deck, where in this case additional dunnage, e.g. 2 A scale drawing is generally not required unless the overall shape of the unit deviates considerably
flat timber, rubber mats or plywood, for friction resistance is indispensable. Alternatively to the head loops from a block shape or if there are special demands for lifting and securing. As a minimum the Shipper's
transverse forces should be compensated by using timber beams for shoring/chocking or welded stoppers documents shall include the length, breadth and height of the unit, the gross mass and the position of the
at the bottom platform/framework of the unit. lifting provisions or slinging areas as well as securing points and/or strong areas where half-loop securing
should be applied. The Shipper shall provide documents that specify the breaking strength of lifting and
securing points on the vehicle.
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3 With regard to bedding needs, generally, no problems are to be expected. Some vehicles, e.g. rail- 4 If the Shipper delivers the cargo with a solid cradle which reaches well up the side of the water

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cars, may require additional supports. The same principles for securing wheeled vehicles are used when
securing tracked vehicles, e.g. excavators, bulldozers, tanks etc. One exception that responsible personnel
must remember is that a double layer dunnage floor must be laid. When laying the dunnage floor, tie-down
fittings are to be kept clear so that lashing will be possible thereafter. For main battle tanks (MBT) and
other heavy tracked vehicles, timbers of no less than 20 x 20 cm (8 x 8 in.) should be used for effective
chocking. Information on bedding is normally not required from the Shipper.
4 Some types of vehicles like busses, where half-loop lashings are prohibited, may be difficult to
secure against tipping through lack of securing points at the upper part of the body and the absence of a
provision to stabilize the upper body. Here, inflatable bags in combination with anti-chafing pads for surface
protection should be applied if the cargo is placed alongside the ship's structure or any kind of plane and
rigid cargo. Upon release of cargo details the Shipper shall confirm this securing method in writing.
1.5.7 Category G cargo units
1 This category includes all types of water craft. Typical for these units is a vulnerable hull surface
and a limited amount of deck fittings with more or less limited breaking strength. Lifting of these units is
generally performed by using one of the methods (d), (g) or (h) as shown in chapter 2.1 of this Standard.
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craft in order to sustain horizontal acceleration forces of 0.8 times the unit weight of this craft without danger
for its hull structure, in this case a pure vertical securing of the craft of 0.4 times its unit weight shall be
sufficient. For the cradle this means that the total breaking strength of all securing points shall not be less
than 2.8 times the unit weight, consisting of the weight of the water craft added with that of the cradle.
The arrangement of these securing points should be symmetrical to the center of gravity of the water
craft. The value of the total breaking strength is to be divided for portside, starboard, forward and aft into
approximately 40%, 40%, 10% and 10% of 2.8 times "g" respectively.
5 The Shipper shall provide documents that specify the breaking strength of lifting and securing
points of the water craft and those on the cradle.
1.5.8 Category H cargo units
1 This category includes ultra large and particularly high units which must be loaded on top of the
hatchcover panels. They may exceed the stowage level "on deck high" as stipulated in the Annex 13 to the
CSS. Examples are gantry cranes and container bridges, e.g. RTGs (rubber-tired gantry cranes). Bedding
areas are irregular, usually small and may need special steel structures to match the main girders of the
hatchcovers or the deck structure. Lifting is generally performed by a special arrangement according to
the nature of the unit.

Figure 1.13: Motoryacht with cradle as category G unit

2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions or lifting areas where wire slings or fiber
belts are to be used and the bedding areas of the attached cradles, can be taken from the drawing. The
Shipper shall provide the position of the center of gravity (CG) of the unit, showing dimensions in x, y and
z-axis as well as a drawing showing the position of suitable securing points at deck level of the water craft
or elsewhere at the hull.
3 In addition, the Shipper shall state any precautionary measures with regard to the vulnerable sur-
face of the hull, deck edges and/or hawses. The overall breaking strength of the securing points at deck
level of the water craft shall not be less than 1.4 times its unit weight if no solid cradle is provided. This
figure assumes that about half of the number of transverse lashings is guided from the deck edge under
the keel to the other side and vice versa. The application of half loops with appropriate edge protection
may be a suitable alternative.

Figure 1.14: Gantry crane for a shipyard as category H unit

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2 Drawings of the unit are required showing side, front and top view. The scale should be such 2. Standards for Lifting, Bedding and Securing

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that all important information, with emphasis on the lifting provisions or lifting areas where wires or fiber
belts are to be used and the bedding areas can be taken from the drawing. The Shipper shall provide the 2.1 Lifting
position of the center of gravity (CG) of the unit, showing dimensions in x, y and z-axis.
2.1.1 Basic methods
3 If the cargo unit is provided with securing points, their total breaking strength shall be not less than
3.4 times the weight of the unit and their arrangement should be evenly distributed and symmetrical to the 1 This Standard distinguishes between the following basic methods of lifting heavy cargo units:
center of gravity. The value of the total breaking strength is to be divided for portside, starboard, forward (a) single-hook lift with slings/grommets/chains connected to the cargo unit by shackles (spreaders
and aft into approximately 40%, 40%, 10% and 10% of 3.4 times "g" respectively as outlined in chapter not required)
1.4 of this Standard.
(b) single-hook or two-crane lift with slings/grommets/chains directly connected to lifting provisions
4 If, because of the specific nature of the cargo, the above mentioned securing cannot be achieved, attached to the cargo unit (spreaders not required)
the Shipper shall provide drawings which show areas where half-loop lashings of wire rope or chain should
be used. Their arrangement should be evenly distributed and symmetrical to the center of gravity. (c) single-hook or two-crane lift with slings/grommets/chains slung under the cargo unit (spreader
not required)
5 The Shipper shall provide documents that specify the breaking strength of lifting and securing
points of the cargo. If any provision of the cargo unit is not intended for securing but can also be used for (d) single-hook or two-crane lift with one or more spreaders using slings/grommets connected to the
securing due to its strength, this should be clearly advised by the Shipper in writing as well. cargo unit by shackles
6 The Shipper shall undertake all necessary precautions for safe access of all securing points. (e) single-hook or two-crane lift with one or more spreaders using slings/grommets directly con-
Because of the nature of the cargo, lashing points against tipping may be required at the upper level of nected to lifting provisions attached to the cargo unit
the cargo, which can be in a height of more than 20 m (for your information, this equals a seven-storied (f) single-hook or two-crane lift with one or more spreaders using slings/grommets slung under the
building). cargo unit
(g) single-hook or two-crane lift with two or more spreaders using multiple lifting belts or fiber belts
slung under the cargo unit
(h) single-hook lift with or without spreaders using fiber belts or multiple lifting belts slung under the
cargo unit
As a service to our customers, Rickmers-Linie provides calculations necessary for lifting heavy cargo
units, using our specialized calculation programs for lifting arrangements of the above-mentioned methods.
Clients are, therefore, kindly requested to contact the nearest Cargo Operations Center of Rickmers-Linie
or to call one of the assigned Cargo Superintendents.

method (a) method (b)

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Figure 2.1.1: Lifting methods (a) and (b)

Figure 1.15: Lifting of 337-t diesel engine bottom section as category A unit
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2 Special attention should be paid to lifting equipment when it becomes necessary to ascertain size

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and strength. In order not to damage the equipment, when there is no other alternative as to lead them
around sharp corners, suitable corner protectors should be used or the use of chain should be considered.
For lifting equipment the safety factor (SF) is generally 4 against the breaking strength (BL). For wire rope
method (c) method (d)
slings, however, the SF-value depends on the SWL of the rope as shown in the following table (reference:
Germanischer Lloyd):

SWL [kN] 100 200 300 400 500 600 700 800 900 1000
SF 6.00 5.74 5.51 5.30 5.10 4.91 4.74 4.58 4.43 4.29
BL [kN] 600 1140 1650 2120 2550 2940 3320 3660 3990 4290

Table 2.1.1: Safety factors of lifting slings

Note: It should be verified that lifting equipment is marked and its certificates are on board or have been provided by
the Shipper.
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Figure 2.1.2: Lifting methods (c) and (d) 2.1.2 Lifting material
3 The lifting equipment on board of ships chartered and/or owned by Rickmers-Linie may vary due
to the individual supply for heavy-lift operations of cargo carried out in the past. Necessary lifting equip-
ment for the heavy-lift operation, which is not on board of the vessel planned for transportation, will be
supplied.
This equipment mainly consists of:
• wire rope lifting slings
method (e) method (f)
• endless wire rope slings, also known as grommets
• wire rope belts
• synthetic endless fiber slings, also known as soft slings
• synthetic belts
• multiple-belt self-adapting lifting arrangements for water craft etc.
• shackles
• edge protectors and other special equipment
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• spreaders
Figure 2.1.3: Lifting methods (e) and (f)
4 The lifting equipment on board of vessels chartered and/or owned by Rickmers-Linie should be
inspected thoroughly each time before and after use. Grommets and wire belts should be preserved with
seawater resistant conservation grease (e.g. wire rope grease) at suitable intervals to avoid corrosion.
Same applies for the thread of the shackles and their bolts. After contact with seawater synthetic fiber lift-
ing gear should be cleaned on deck with plenty of fresh water, simply using the fire hose.
5 Wire slings must be sorted out if, at a length of 8 times the wire diameter, more than 10% of
method (g) method (h) the single wires are visibly broken. Shackles must be sorted out if the diameter of the yoke or the bolt is
locally reduced by 10% from abrasion or visibly deformed. After being sorted out this material should be
disposed at a scrap yard of which a receipt is required to be kept on board. Simultaneously, Rickmers-Linie
is to be informed in order to update the on-board stock of heavy-lift equipment. Disposal of such material
overboard is not permitted by Rickmers-Linie.
6 The stock of heavy-lift equipment will stay on board as long as the vessel is chartered by
Rickmers-Linie. On demand, equipment should be given ashore in order to be used on board of other
vessels chartered and/or owned by Rickmers-Linie. Chartered vessels are obliged to return lifting equip-
ment to Rickmers-Linie in coordination with the Company's representative upon completion of the voyage
or charter period.

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Figure 2.1.4: Lifting methods (g) and (h)

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2.1.3 Safe lifting procedures 3 In case of an asymmetrical lifting arrangement the required individual length of lifting slings should

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1 The breaking strength of the lifting arrangement shall be not less than four times the weight of the
unit (SF = 4), paying special attention to any diagonal direction of chain, wire rope and shackles, which
increases the load on the lifting gear considerably.
A suitable sketch should be made to calculate this deviation angle of parts of the arrangement.
In the case of a symmetrical lifting arrangement with usual four identical lifting slings it can be assumed
that the load is evenly distributed to all 4 slings. The load per sling is then calculated with the following
formula:
Load per sling = W / (4 · cos  )
where  = deviation angle [∡°] of sling/grommet from the vertical
W=m·g
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be determined for which a more sophisticated calculation will be necessary.
In order to overcome difficulties of shippers with such calculation methods, Rickmers-Linie provides
calculations as a service to their customers, using their specialized calculation programs for lifting arrange-
ments. Clients are, therefore, kindly requested to contact the nearest Cargo Operation Center of the
Rickmers-Linie or to call one of the assigned Cargo Superintendents.
4 Single-wire-rope slings and grommets shall never be used in the form of running straps when lift-
ing a heavy cargo unit (see figure 2.1.6) These slings shall either be used directly on the hook of the lifting
tackle or on a bolt of a heavy-lift spreader or fastened with a shackle. Heavy-lift hooks shall be greased to
allow the grommets to settle smoothly into position in the tightening phase prior to lifting. If a lifting tackle
is provided with a combined hook with one smaller pair of hooks for slings, belts or smaller grommets and
one pair of hooks for the main hoist, the latter shall be greased.

where W = weight [kN] of cargo unit

m = gross mass [t] of the cargo unit
g = 9.81 [m/s2] (gravity)
(to estimate the force in metric tons, the unit weight W should be taken in [t])
Example:
mass of cargo unit = 136 t ⇒ weight W = 136 · 9.81 = 1,334 kN
number of slings = 4
deviation angle  = 30°
⇒ load per sling = 1,334 / (4 · cos 30°) = 385 kN (≈ 39.3 t)

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Figure 2.1.6: Non-permissible lifting of heavy units by running straps

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Figure 2.1.5: Lifting angle 

2 The calculated load per sling should not exceed the WLL (SWL) of any sling/grommet/chain or
shackle used in the lifting arrangement. If a single-wire-rope sling is bent around a shackle or a bolt of
a heavy-lift spreader the reduction of strength due to the bend should be taken into account in the lifting
calculation (refer to chapter 2.3 and table 2.3.2 of this Standard). In order not to damage a grommet, the
remaining deformation caused by previous heavy-lift operations should only be used at shackles and bolts
of spreaders.
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2.2 Bedding 2.2.4 Definition of permissible surface load

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1 The permissible surface load "PSL", also called "uniform load", or "uniform loading" as under the
2.2.1 Principles
ABS "Rules for Building and Classing Steel Vessels", is the maximum uniformly distributed load for which
1 The general purpose of bedding of heavy cargo units on board is, primarily, to meet all require- the cargo deck or tanktop has been designed for. For dimensioning of the primary and secondary mem-
ments specified by the ship's deck structure and, on the other hand, to ensure a reliable arrangement for bers this load is to be taken in kN/m2. In regions where American and British weights, measures and units
the implementation of the regulations concerning securing. Furthermore, the bedding should provide a are commonly used this can also be defined by the unit lbf/ft2 (also lbs/sqft and psf).
high friction force between the cargo and the ship's deck to prevent excessive lashing in order to over-
2 For practical reasons, this Standard will use the definition of PSL in the unit of "metric tons per
come lack of friction resistance, causing loss of time and money. While planning the stowage position of
square meter" or [t/m2, or t/sqm] where it can be useful to replace [t] by [mt] to overcome confusion with
the heavy lift unit, special attention must be paid to the location and direction of the bottom or deck frames
other ton-units.
and main girders of the intended stowage area.
Following values are valid for converting kN/m2 and lbf/ft2 into t/m2 and vice versa:
2.2.2 Definition of primary and secondary members
1 lbf/ft2 = 0.004930 t/m2 ⇒ 1 t/m2 = 202.83 lbf/ft2
1 Frames, usually positioned equidistant from each other, are used to give stiffness and strength to 1 kgf/m2 = 0.001 t/m2 ⇒ 1 t/m2 = 1000 kgf/m2
any plating of the ship's hull, i.e. the shell plating, double bottom and double sides, the decks, but also the
tweendeck panels and hatchcovers. The frame spacing is usually between 600 and 900 mm and depends
1 daN/m2 = 0.00102 t/m2 ⇒ 1 t/m2 = 980.97 daN/m2
on the size and type of the ship. 1 kN/m2 = 0.10194 t/m2 ⇒ 1 t/m2 = 9.81 kN/m2

2 In order to transfer the surface load on this plate field into the ship' structure there are huge girders, 3 On Rickmers-Linie`s new "Superflex Heavy Multi-Purpose Container" vessels (MPC) the uniformly
called longitudinal girders or web frames, crossing and replacing frames at regular distances depending on distributed permissible surface load of stowage areas are limited as follows (see also chapter 2.2):
their orientation. Because of their function these girders are called "primary members" and the frames • Weather deck : 2.5 t/m2
welded to the plating "secondary members". These primary members are connected among each other,
supported by the ship's main structure like double bottom, double side, decks and hatch coaming structure, • Hatchcovers : 2.5 t/m2
which in turn are supported by the bulkheads. • Tweendeck panels : 4.0 t/m2
3 Within the double bottom structure, primary and secondary members can also be found. Primary • Tanktop hold no. 1 : 13.75 t/m2
members are called "center girder", "side girder" and "solid floor", depending on their position and orientation.
• Tanktop holds no. 2 - 4 : 22.0 t/m2
4 Secondary members of the double bottom and weather deck are mostly set up in the ship's longi-
tudinal direction and are called "longitudinal frames". In case of transverse framing of the double bottom, • Tanktop hold no. 5 : 13.5 t/m2
the structural arrangement with frames is called "open floor" which can be found at each frame spacing • Weather deck bay 40 : 2.5 t/m2
between the solid floors. In the tweendecks and in the tweendeck panels as well as the hatchcovers, these
Note: The local strength because of container foundation has not been considered.
frames are called "transverse frames".
2.2.5 Definition of gross bedding area
2.2.3 Definition of effective load area of primary and secondary members
1 Heavy cargo units usually have a defined "footprint" which serves to transfer their weight into the
1 If such a steel structure is designed to withstand a force or to carry a load spread over its surface,
ship's structure. Upon positioning of this unit, the cargo operator, supercargo or vessel's officer-in-charge
each primary and secondary member will carry only a part of the total force related to the size of its effec-
should ensure that this contact area crosses as many frames of the deck plating if possible.
tive load carrying surface. This surface extends, on both sides of the member, up to halfway the distance
of the same type of member right next to it and stops at the ends where the member is supported.
2 For frames this means two times half the frame spacing, which equals the frame spacing. The
effective load area is defined by its width multiplied with the unsupported length of this secondary member.
3 For primary members this means two times half the spacing between them, which equals the
initial spacing between each web frame, longitudinal girder or solid floor. The effective load area is defined
by its width multiplied with the unsupported length of this primary member.
Note: Primary members in the direction of the framing can be considered as frames passing on their load to primary
members which cross the framing and the framing-oriented girders, whereas the frame-crossing girders are equi-
distantly supported by the framing-oriented girders and/or main ship's structure. This is done to reduce the unsup-
ported length, thus size of the primary member. Following the principle that parts of the structure are designed to
transfer forces from one member to the other, thus increasing in size, this does not mean that the load-bearing
capacity of girders crossing each other can be added within a limited area. Basis for the load-bearing strength of a
limited or larger stowage area will always be the maximum uniformly distributed load.

foot print

Figure 2.2.1: "Foot print" of a heavy cargo unit

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2 The "gross bedding area" of a cargo unit equals at least the projected area of the cargo unit, pro- 4 If the gross bedding area of a cargo unit has been extended by a suitable amount of timber or

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vided the "footprint" crosses all frames of that area. If this is not provided and should it be necessary to
increase the contact area, timber or steel beams should be used to spread the weight over more frames.
primary member
gross bedding area
footprint
frame of stowage area
frame-crossing primary member
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Figure 2.2.2: "Gross bedding area" of a cargo unit (top view)
3 The mass in metric tons [t or mt] of the unit, divided by the gross bedding area [m2 or sqm] should
not exceed the permissible surface load PSL [t/sqm] of that deck, tanktop, tweendeck or hatchcover
panel. If necessary, the gross bedding area can be increased by two methods:
• Extending the footprint by means of timber or steel beams across as many frames of the stowage
area as necessary.
• Extending the gross bedding area to the limits of the effective load area of the respective primary
members that cross the framing like web frames, longitudinal girders or solid floors by "not" placing
other cargo within that space. This is, however, limited by the permissible bending moment of the
frames that cross this primary member.
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steel beams to match the permissible surface load PSL, no other cargo in that extended area is permitted.
The gross bedding area can be extended into the direction of the limits of the effective load area of the
respective girders or solid floors without further beams, if no other cargo is loaded in that area. The gross
bedding area should never be extended over the limits of the effective load area of the respective primary
member without considering the effective area of the adjacent primary members. In order not to overstress
the frames under the bedding area, the footprint with or without possible supporting timber or steel beams
should always be positioned as close to the frame-crossing web frames or solid floors, or to frame-crossing
longitudinal girders as possible.
Note: A primary member parallel to framing can only be used as a strong point when the heavy cargo unit is immediately
placed on top of it. Also please note that only primary members which cross the framing will be carrying the load
induced into the frames that support the heavy cargo unit. This means that the effective load area cannot be
extended for primary members which do not cross the framing, unless the substructure of the heavy cargo unit
rests directly on this girder and provided there is no overlapping of effective load areas of adjacent crossing web
frames.
2.2.6 Bedding on the tanktop
1 The tanktop is known as the floor plating of the lower hold, i.e. the upper plating of the double bottom
structure of a ship. Double bottoms are usually provided with longitudinal framing which are supported by
transverse solid floors usually positioned equidistantly from each other every 2rd to 5th frame (figure 2.2.4). In
order to take the high load induced by the container cargo, longitudinal and transverse girders are preferably
installed near container sockets and strengthened accordingly.
2 The position of solid floors and longitudinal girders can be generally seen by slight deformation
of the tank top caused by welding, if not marked otherwise. Should the surface of the double bottom be
such that they are not visible, knocking with any kind of object will indicate a frame or floor according to its
orientation, i.e. transverse orientation usually indicates a solid floor and longitudinal orientation inicates a
frame.

side girder marks

solid floor marks

twin steel beams for extending

the gross bedding area

No other cargo to
be loaded into the
extended gross
bedding area !

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extended gross bedding area
Figure 2.2.4: Usual layout of double bottom structures on dry-cargo vessels
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Figure 2.2.3: Extension of gross bedding area (top view)

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2.2.7 Identification of type of MPC vessel

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1 Multi-purpose dry-cargo ships are usually equipped with tweendeck panels. The average permis-
sible surface load of these panels varies between 3 and 4 t/m2. The applicable figure should be taken
from the ship's approved capacity plan. Depending on the structure of their side and deck arrangement longitudinal frames
multi-purpose dry-cargo ships can be divided into the following types, which has direct influence on the in tweendeck panels
tweendeck panel structure and the way of stowing cargo:
• traditional vessel with single side structure, small tweendeck panels, pronounced hatch-side girders
in the tweendeck and cantilever-type web frames every 3rd or 4th frame
• classic MPC vessel with single side structure, wide deck panels, no pronounced hatch-side girders in
the tweendeck and small cantilever-type framing at each frame (see figure 2.2.5)
• classic MPC vessel with a combined single-double side structure, single side structure with small
cantilever-type framing at each frame in the lower hold, full width web frame in the upper hold, wide
tweendeck panels, supported in the center on bigger vessels, (see figure 2.2.15: "Merida-Class" with
1 x 250-t lifting gear)
• modern MPC vessel with double side structure, box-shaped holds with flexible tweendeck panels
supported in the center on bigger vessels (see figure 2.2.16 "Rickmers Hamburg-Class" Superflex
Heavy Multi-Purpose Container vessel with 2 x 320-t + 1 x 100-t + 1 x 45-t lifting gear)

2.2.8 Tweendeck panels, types and structural design © RICKMERS

Classic multi-purpose vessels Figure 2.2.6: Longitudinal frames in tweendeck panels

1 In case of the classic vessel with cantilever-type framing in the side, the footprint of heavy cargo
units or its supporting substructure should cross an as high as possible number of frames in order not to
overstress the cantilever side structure. This structure provides practically no strong points.
transverse
frames in
tweendeck
panels
cantilever-type frames
© RICKMERS
Figure 2.2.5: Transfer of loads from a cargo unit to the ship's structure via steel beams
2 Some of these classic vessels have removable so-called "king beams" (see figure 2.2.6) crossing
the hold, which are supported in the side by box-type web frames. Between two king beams usually two
or more panels next to each other are grouped, supported by the king beams. These panels usually have
longitudinal framing which has to be considered when bedding heavy cargo units.
"Merida-Class" vessels
3 The "Merida-Class" vessels have foldable tweendeck panels which are stored in the sheltered
tweendeck space fore and aft of the hatch opening when opened. This system provides a net tweendeck
opening for the lower hold of the size of the hatch opening. These panels are provided with container fit-
tings. The structure is similar to that of hatchcover panels with transverse girders at the forward and aft end
of the panel spaced by equidistantly positioned longitudinal girders that cross the transverse framing.
"Rickmers Hamburg-Class" vessels
4 The "Rickmers Hamburg-Class" also called Superflex Heavy Multi-Purpose Container vessels
have box-shaped holds of which the purpose differs depending on its longitudinal position. This vessel
type is equipped with four cranes dividing the vessel into mainly five cargo sections. In front of the forward
crane "1" and aft of crane "4" the holds are equipped with racks to allow for container stowage. Stoppers
in two levels enable loading of breakbulk up to these levels. By using one of the 30 on-board 40 ft flatracks
it is possible to create decks for general cargo and heavy cargo units up to weights limited by the capacity
of crane 1 and 4 as well as the load capacity of the flatracks.
5 All three ship sections within reach of the 320 t cranes "2" and "3" have box-shaped holds each of
which equipped with two full layers of tweendeck panels which can be used in four different heights. The
uniform width of these holds allow the tweendeck panels to be interchanged with other holds. The system
foresees a stowage position against the forward and aft bulkhead of each hold. If not needed, e.g. in case
of cargo with excessive height, the panels can be stored on top of each other. Since these panels fit into
each other there is in no need for further securing.
6 The lengths of these holds are based on 20 ft containers with two tweendeck panels forming a 20 ft
stacking area and are fitted out accordingly. This means that all panels are about 10 ft or 3 m wide with
strong areas on the side of the container fittings. In view of the fact that all tweendeck panels can be placed
in any panel position the best possible arrangement for bedding and securing can be found by intelligent
positioning of the panels.
33 34
2.2.9 Bedding on the weatherdeck

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1 If the weatherdeck of classic and modern multi-purpose dry-cargo ships is to be used for cargo strong area under
or to support heavy cargo units, special attention must be paid to the structure of the deck, since the container sockets
permitted surface load is usually not more than 2.5 t/m2. Applicable figures should be taken from the
vessel's approved capacity plan. Very strong points can be found at bulkheads and where they are crossed
by longitudinal girders. Generally, supports for heavy lift cargoes should always be placed directly on top
of bulkheads, web frames, longitudinal girders or their crossings. Timber blocks may be used to support
projecting parts of heavy cargo units, e.g. on the weatherdeck (see fig. 2.2.7).

heavy cargo unit

weatherdeck hatchcover panel

© RICKMERS

Figure 2.2.8: Girders in a hatchcover panel

Calculation example
3 For w/d hatchcover 3 a typical area with a combination of two 40ft container fitting is designed
to carry a static load of (2 · 85/4) = 42.5 t. This pattern repeats itself at every container bay at that girder,
which is, on the "Rickmers Hamburg-Class", 5 times giving a total static load of 212.5 t. Whereas, on the
other side of the panel, the girder has been designed to carry 20 ft containers and each set of fittings are
© RICKMERS to carry (2 · 70/4) = 35 t, which is 5 · 35 = 175 t over the total length of the girder.

Figure 2.2.7: Overhanging cargo supported by timber blocks

Permissible surface Stacking load Stacking load
2 If the vessel has container stanchions it is preferred to use H-beams to support heavy cargo units Hatchcover panels load 20ft container 40ft container
resting on these stanchions and the hatchcover panel. It should be borne in mind that these stanchions [t/m2] [t] [t]
are designed for vertical load and are more or less flexible to the side. Upon calculating friction resistance
and strength, no horizontal forces are to be calculated on stanchions. Merida-Class
w/d hatches 1.63 60 90
2.2.10 Bedding on hatchcover panels
1 Modern hatchcover panels usually match the size of a 20ft container and have transverse girders Rickmers Hamburg-Class
at the forward and aft end of the panel close-in to corner fittings. These girders are spaced by equidistantly w/d hatch 1 2.5 50 65
positioned longitudinal girders that cross the transverse framing. The average permissible surface load of w/d hatch 2-5 2.5 70 85
weatherdeck panels varies between 1.5 and 3 t/m2, while the permissible stacking load for containers can
be expected to be about 60 t for a 20ft stack and 90 t for a 40ft stack. Table 2.2.1: Permissible surface load and stacking load of Rickmers vessels
2 Container fittings on deck indicate the position of transverse girders being strengthened to sustain
Based on the effective load area of this girder, which is (L x 0.5·B x PSL), or, its length (width of the
container loads and where strong areas can be assumed (see figure 2.2.8). The load carrying capacity
hatchcover) multiplied by about 3.1 m (half a container bay) and the "deck load" of 2.5 t/m2, the maximum
of such strong points should be based on the stacking loads of adjacent container bays. In this case the
uniformly distributed load is 83 t, for each girder. For the longitudinal girders, spacing the two transverse
effective load area of one container socket starts at that socket and ends in the middle of that respective
girders of the panel at every pair of container sockets, the effective load area is about 6 · 2.5 = 15 m2
container bay, which means a quarter of this stacking area.
reflecting a maximum uniformly distributed load of 37.5 t.
Note: The strength of the girders foresees the static load multiplied with acceleration factors and a safety factor for container
cargo, based on analysis of damage. Under no circumstance the maximum allowed "uniform loading" as well as the
stacking load should be exceeded since this decreases the safety factor of the structure, which in turn has immediately
influence on the seaworthy stowage and bedding of the cargo and thus the safety of the vessel and its crew.

4 From this calculation it can be clearly seen that the panel loading out of the containers is much
higher than the loading out of a uniformly distributed load. When loading heavy lift units on top of the hatch-
cover panels, special attention should be paid to the position of the supports. Should it not be possible to
position the supports on these strong areas the following H-beam bedding system should be used.
35 36
2.2.11 New bedding system: H-beams on container fittings 2.2.12 Bedding material

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1 A new system of bedding has been introduced on board of the new heavy MPC vessel of
Rickmers-Linie. In order to overcome the limited permissible surface load of the tweendeck and hatchcover
panels a system of 6 m H-beams fitting in the 20ft container supports and up to 12 m H-beams crossing
on top where needed has been developed.
2 The strength of the H-beams matches the load capacity of the container bays, which means that
this system allows for extending the gross bedding area of the heavy cargo unit to a multiple of the con-
tainer bays.
Note: According to Chapter 2.2.5 , this gross bedding area can be extended to the limits of the effective load area of the
respective primary members that cross the deck framing by "not" placing other cargo into that space. This is, how-
ever, limited by the permissible bending moment of the frames that cross this primary member. Here the permissible
service load PSL or "deck load" in t/m2 has to be taken.
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Wooden dunnage
1 Wooden dunnage should be used to provide friction and to level out small differences in height,
with the effect of a uniformly distributed weight of the heavy cargo unit transferred into the ship's structure.
Whereas wooden dunnage can be used on deck as well in the hold, soft boards should be used only under
deck. The friction coefficient between wood and steel according to IMO is 0.3 (f =0.3).
Timber beams
2 Timber beams (or block timbers) are traditionally used to extend the bedding area over a higher
number of frames. They can also be used to build piles on strong points for supporting reasons and to
prevent penetration of or damage to the stowage area, e.g. in case of small supporting areas like vertical
plates without a flange.
3 With the increasing unit weights the sizes of the beams have been increased also. They vary
between 10 x 10 to 20 x 25, which proofed to be a practicable size and with which differences in height of
5 cm can be achieved. 20 x 30 up to 30 x 30 proofed to be useful for timber blocks since longer pieces,
because of their weight, can hardly be handled by the ship's crew or stevedores anymore.

10x10 15x15 20x20 20x25 20x30 25x25 30x30

Timber beams
[cm] [cm] [cm] [cm] [cm] [cm] [cm]

cross section [cm2] 100 225 400 500 600 625 900

section modulus
square: 150 550 1,300 2,550 4,450
flat: 1,600 1,950
upside-down: 2,000 2,950
[cm3]

weight per m
[kg/m] 5 11 20 25 30 31 45
for soft wood up to up to up to up to up to up to up to
(spruce/pine) 7 17 28 35 42 44 63
Figure 2.2.9: H-beam bedding system of "Rickmers Hamburg-Class" ( 0.5 – 0.7 [t/m3] )

Table 2.2.2: Timber beams: size, section modulus and weight

Note: The section modulus is the first indication for calculating the strength of a timber beam. For your information:
• A bundle of 2 by 2 of 10-cm-squared timber beams equals in size one 20-cm-squared timber beam: the strength is
respectively (4 · 150) = 600 cm3 and 1,300 cm3, thus the strength of the single beam is more than twice higher.
• A bundle of 3 by 3 of 10-cm-squared timber beams equals in size one 30-cm-squared timber beam: the strength
is respectively (9 · 150) = 1,350 cm3 and 4,450 cm3, thus the strength of the single beam is more than three times
higher.
Note: The permissible tensile strength for spruce/pine (conifer timber) for short time use (25 days) is 1 kN/cm2 (≈ 102 kg/cm2)
along the grain.
The MSL of this timber in terms of pressure is 0.3 kN/cm2 (≈ 30.6 kg/cm2) normal to the grain.

Rubber mats
4 Rubber mats can be used if the "footprint" of a unit is more or less flat. The main advantage of this
material is the high friction coefficient. Rickmers-Linie uses rubber with a friction coefficient of 0.7 between
rubber and steel in dry situation, i.e. for under-deck stowage, and between 0.4 and 0.5 for on-deck stow-
age. By using rubber mats lashing can be reduced considerably. If not specified otherwise, the friction
coefficient between rubber and steel according to IMO is 0.3 (f =0.3).
Note: The steel surfaces should be clean and free from dust, dirt, grease and oily products.
37 38
Timber cramps Platforms and flatracks

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5 If timber beams or blocks are used to build piles to support heavy cargo units (see figure 2.2.7) 9 20ft and 40ft platforms are on the decrease because they are continuously being replaced by
timber brackets, also known as cramps, should be used to hold the pile together. The diameter of the back those with collapsible endwalls, also called flatracks. They are not only taken for their intended use, but
of the cramps should be at least 2 cm. The main advantage of cramps is that they can be reused and are also in the cargo hold above breakbulk to build stowage areas for cargo units.
easy to remove with a crow-bar.
10 If ISO-platforms or flatracks positioned on container bottom fittings are used as a load-spreading
6 If it is not possible to find any or suitable cramps, connector straps with nails of the size 150/6-mm alternative to timber or steel beams, there are two limiting parameters:
should be used instead.
• The platform or flatracks should not be overstressed
Steel beams
• The permissible stacking load of the stowage area should not be exceeded.
7 As a suitable alternative to timber beams, steel beams (or H-beams) can be used to spread the Note: If flatracks are used for bedding purposes attention should be paid to the permissible surface load of the flatrack.
load over a larger area. On board of the "Rickmers Hamburg-Class" a new system of H-beams has been Usually this is not higher than 3 t/m2. Higher loads should only be dispersed over their longitudinal and transverse
introduced which is described in Ch 2.2.11 of this standard. girders.
Note: Steel beams carrying heavy cargo units should be designed and calculated with regard to the position of primary Steel and wooden cradles
members (main girders) of the stowage area.
11 Steel and wooden cradles for pressure vessels, water craft or similar heavy cargo units are usually
Note: Depending of the weight and nature of the cargo and the span between two main girders, beams can be of a size
bigger than 500 mm (≈ 20") in height.
supplied by the Shipper. Basically, purpose-built cradles designed to match requirements for road and rail
transport, are of insufficient strength when it comes to the transverse, longitudinal and vertical accelera-
8 For general use the broad-flange type H-beam equivalent to the German standard DIN 1025-2 tion forces as to be expected on board of oceangoing cargo ships. Should there be any doubt about the
HEB (old IPB), also European Standard EN 10 034, and material specification Fe 520 (old St 52) are strength of the cradle, strengthening by welding additional structural members can be considered.
preferred. Fe 520 has a minimum guaranteed minimum breaking strength of 520 N/mm2 (52 kN/cm2).
Note: The Shipper shall provide documents that specify the breaking/design strength of the steel/wooden cradles in
horizontal and vertical direction.
h h b W A m
Steel Beams height height width section cross weight
modulus section per m
[cm3] [cm2] [kg/m]
12x12
HEB120 120 120 114 34.0 26.7
[cm]
14x14
HEB140 140 140 216 43.0 33.7
[cm]
16x16
HEB160 160 160 311 54.3 42.6
[cm]
18x18
HEB180 180 180 426 65.3 51.2
[cm]
20x20
HEB200 200 200 570 78.1 61.3
[cm]
26x26
HEB260 260 260 1,150 118 93.0
[cm]
30x30
HEB300 300 300 1,680 149 117
[cm]

Table 2.2.3: Steel beams, size, section modulus and weight

Note: The permissible tensile strength of these steel beams for bedding purposes is 200 N/mm2 (20 kN/cm2).
For calculation of the required number of beams – as per chapter 2.2.13 – the permissible tensile stress is to be
taken as 150 N/mm2 (15 kN/cm2) because of acceleration forces to be expected.
39 40
2.2.13 Calculation method for steel beams Effective Length

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Number and strength of beams 4 The effective length of such beams is limited because of bending of the supporting beams. For
this reason the effective length should not exceed the figure of "rmax" as a function of "s":
1 The number and strength of beams necessary to spread a load depends on various parameters
and can be determined by a simplified calculation. The intention of this formula is to protect the beams • timber beams 20 x 20 cm: rmax [cm] = (1.2 · s + 200), but not more than (s + 300)
from overstressing.
• steel beams 12 x 12 cm: rmax [cm] = (1.2 · s + 300), but not more than (s + 400)
n = m · g · (r – s) / (8 · W) for timber beams, permissible tensile stress = 1 kN/cm2
• steel beams 26 x 26 cm: rmax [cm] = (1.2 · s + 400), but not more than (s + 500)
and
• steel beams 30 x 30 cm: rmax [cm] = (1.2 · s + 500), but not more than (s + 600)
n = m · g · (r – s) / (120 · W) for steel beams, permissible tensile stress = 15 kN/cm2
where n = number of beams to be calculated
m = mass [t] of the cargo unit
g = gravity acceleration [m/s2] (9.81 m/s2)
r = length [cm] of beams
s = loaded length [cm] of beams
W = section modulus [cm3] of beams (see Tables 2.2.2 and 2.2.3 above)
2 The formula applies to situations as shown in figure 2.2.10 (a), where the cargo unit evenly rests
on the beams or on more than two strips of "footprint" areas. In this case the full mass of the unit is to be
applied upon calculating the required number of beams.

m m

(a)

s s

Figure 2.2.11: Generator on board of Merida-Class with long steel beams

r r

m/2 m/2 m/2 m/2

(b)

s s s s

r r r r

© RICKMERS

Figure 2.2.10: Loaded length "s" and effective length "r" of beams

Example
Stowage situation as in figure 2.2.10 (a)
mass m = 142 t; s = 490 cm; r = 830 cm; steel beams 26 x 26 cm with W = 1,150 cm3
⇒ n = 142 · 9.81 · (830 – 490) / (120 · 1,150) = 3.4
⇒ Following this calculation four beams are to be used
3 If the cargo unit rests only on two strips of footprint areas at a distance larger than half of the
length of the beam, as shown in figure 2.2.10 (b), the required number of beams is to be calculated
separately for each strip. In this case the effective beam length "r" should be taken symmetrically to the
strip of footprint area, loaded with the effective mass "m" resting on it. It goes without saying that with, an
asymmetric arrangement, for every footprint area the number of beams are to be calculated. The main
advantage of this arrangement is that it reduces the required number of beams considerably because the
cargo unit itself acts as a beam between its supporting areas.
41 42
2.2.14 Use of platforms and flatracks for bedding

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1 Following 40ft flatrack types are available on board of the "Rickmers Hamburg-Class":

15

14 steel beam 30 x 30 cm

13 steel beam 26 x 26 cm
maximum effective length of beam r [m]

12 steel beam 16 x 16 cm

11

10

conifer timber 20 x 20 cm
7
© RICKMERS

6 Description: 40'LW F'F E'WL FF W/FK PK

ISO Code (old): 4361
ISO Code (new): 42P1
5 Manufacturer: Henred Freuhauf
Specifications:
4 L1 length, interior, between end wall braces: 12,176 mm 479.37 in.
H3 height, interior, at posts: 1,955 mm 76.97 in.
3 W2 width, interior, between posts: 2,230 mm 87.79 in.
L8 length, exterior, overall: 12,192 mm 480 in.
s s
2 H9 height, exterior, overall: 2,591 mm 102.1 in.
W10 width, exterior, overall: 2,438 mm 95.98 in.
1 r r Stacking Capacity: 213,400 kg 471,614 lb.
Max Gross Weight: 45,000 kg 99,450 lb.
Tare Weight: 4,950 kg 10,939.5 lb.
0 Payload: 40,050 kg 88,510.5 lb.
0 1 2 3 4 5 6 7 8 9 10 11 Type Floor: Plank
loaded length of beam s [m] Fork Lift Pockets: Yes
H4 height base, at posts: 636 mm 25.4 in.
H5 height, collapsible, at posts 648 mm 25.51 in.
© RICKMERS
W7 width, across deck: 2,380 mm 93.70 in.
Figure 2.2.12: Effective length of beams as a function of the loaded length L6 length, side opening: PAN
Quantity in folded stack: 4
Quantity, lashing points, each side: 23
Quantity, lashing Points, each end: 2
Working Capacity, lashing points: 3333 kg 7,366 lb.
Quantity, Stanchions, each side: 6
Working capacity, stanchions: 666 kg 1,472 lb.
Floor cut-outs: yes
End ramps / removable end panels: no
Racking Test Load: 15,240 kg 33,600 lb.
43 44
2 The following excerpt from Hapag-Lloyd's container catalogue provides detailed information about Example

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20 ft and 40 ft platforms and flatracks.
4 On the weatherdeck panels with a maximum 20ft stacking load of 60 t, a heavy cargo unit of 100t
with a bedding area of 3 x 5 m is to be stowed on two 20ft bays on flatracks. As taken from the afore-
mentioned Hapag-Lloyd excerpt, a payload of 21.9 t can be taken, which exceeded by 20% for bedding
purposes provides a total capacity for two single platforms of: (21.9 · 1.2 ) · 2 = 52.6 t.
By using 2 piles of 20ft flats with sufficient dunnage underneath and in between and by using steel beams
over the full width of the two piles, conditions for bedding are met for the 100-t cargo unit (see figure
2.2.13).

© RICKMERS

Figure 2.2.13: Bedding a heavy cargo unit with steel beams and ISO-platforms

2.2.15 Calculation method for strength of tweendeck and hatchcover panels

1 Although for bedding on the tanktop, tweendeck and hatchcover panels the same principles are
to be applied concerning primary and secondary members, special attention should be paid to the load-
ing on panels since they are limited in their strength. Not only the "payload" or maximum permissible load
of a panel is limited by its size, also the maximum bending strength has to be taken into account and the
position of the load should not overstress the bearing faces of the panel-tweendeck or panel-bulkhead
construction.
2 Panels are designed to bear a maximum homogeneously distributed load which can be calculated
as follows:
mmax = PSL · A
where mmax = maximum permissible load [t]
PSL = permissible surface load [t/sqm]
A = L·B
where L = length of panel (width of hold)
B = width of panel
3 On the other hand, if a load is not uniformly distributed but covers the panel only proportional to
3 The maximum payload of these platforms or flatracks, as provided by container suppliers, is the the width of the hold, the permissible mass "m" of this load should be reduced in order not to exceed the
load limit for the situation when the container is lifted. If these containers should be used to provide a bending strength of the panel. This proportional distribution "p" is calculated as follows (see figure 2.2.12):
bedding area, this payload can be exceeded by 100% in the lower hold and by 20% on the hatchcover p=d/b
panels, provided they are supported by flat timber (or equivalent dunnage) in order to prevent sagging and
where p = proportional distribution factor
to take out the flexibility of the support. If this extended load capacity is still not sufficient, a second platform
or flatrack should be used on top (see figure 2.2.13). For this configuration it is paramount that dunnage d = width of the support of the heavy cargo unit [m]
should be used in between to add the strength of the two flats, necessary to meet the requirements. b = width between the panel supports [m]
45 46
4 The permissible mass "m" can be calculated by a rule-of-thumb method which considers two 2 Rickmers "Merida-Class"

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different types of load distribution:
Lpp = 168.0 m
• m = mmax / (2 – p) for m evenly distributed over the proportion "p" of the panel B = 26.0 m
• m = mmax / (2 – 2p) for m bedded on two strips over the proportion "p" of the panel v = 17 kn
where m = permissible mass [t] c = 0.77 (CSS correction factor for length and speed)
mmax = maximum permissible load [m]
hatchcover panels:
p = proportional distribution factor
holds 3-5 McGregor folding type
Note: In the second rule of thumb the load m should not exceed mmax for values of "p" greater than 0.5 (i.e. if the cargo
covers the panel more than half the width of the hold). width = 10.8 m, beam width = 10.6 m
PSL = 2.8 t/m2
PSL = 30.2 t/m length
container load as per stacking area:
20ft = 60 t
40ft = 90 t
tweendeck panels:
holds 3-5 McGregor panel type
d d
width = 11.3 m, beam width = 10.6 m
PSL = 3.3 t/m2
b b PSL = 37.0 t/m length
container load as per stacking area:
p=d/b p=d/b
20ft = 40 t
m = mmax / (2 – p) m = mmax / (2 – 2 p)
40ft = 60 t

2
2.8 t/m

© RICKMERS
10.60 m

Figure 2.2.14: Reduced mass on a hatch cover due to load concentration

5.60 m

2.2.16 Relevant data for stowage and bedding of vessels of Rickmers-Linie

1 The vessels chartered and/or owned by Rickmers-Linie can be divided into two categories (upon 11.30 m
publishing this Standard): 2
3.3 t/m

"Merida-Class" "Rickmers Hamburg-Class"

MV Merida MV Rickmers Hamburg

MV Leon MV Rickmers Tokyo

MV Bibi MV Rickmers Shanghai 8.05 m

MV Rickmers Antwerp
12.80 m
MV Rickmers Singapore

MV Rickmers New Orleans

2
13.0 t/m floor distance = 2.4 m
MV Rickmers Jakarta

MV Rickmers Seoul

MV Rickmers Genoa © RICKMERS

Figure 2.2.15: Midship section of "Merida-Class" vessel

47 48
3 "Rickmers Hamburg-Class" 2.3 Securing

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Lpp = 183,56 m
2.3.1 Principles
B = 27.8 m
1 All cargo, in particular heavy cargo units, on board of seagoing ships should be secured against
v = 19.4 kn
sliding in transverse and longitudinal direction. Another aspect of securing is to prevent tipping. Here,
c = 0.81 (CSS correction factor for length and speed) transverse tipping plays a major role and becomes increasingly important if the height of the center of
hatchcover panels: gravity of the unit is above 70% of the width of the transverse base (on general cargo vessels with a
holds 2 -5 McGregor folding type container load as per stacking area: relatively low metacentric height). Securing is primarily done to avoid damage to the cargo, whereas,
especially in case of heavy cargo units, it goes to the effect of avoiding loss of cargo and ship, e.g. high
width = 10.6 m, beam width = 10.3 m 20ft = 70 t
on-deck cargo units.
PSL = 2.5 t/m2 40ft = 85 t
2 Friction between the cargo unit and the stowage area is the most economic way to prevent sliding
PSL = 26.5 t/m length welding not allowed on top of panels
and can be increased by using dunnage or rubber mats. If steel beams are used for bedding, flat timber,
variable tweendeck panels: plywood or rubber mats should be placed between the unit and the beams as well as between the beams
holds 3 -5 McGregor pontoon type 10.20 x 3.16 and the deck, unless the beams are welded to the cargo or the deck (if allowed).
width = 10.3 m, beam width = 10.2 m
PSL = 4.0 t/m2 ⇒ max. permissible load = 128.9 t/pontoon
container load as per stacking area:
20ft = 35 t
40ft = 45 t
welding not allowed on top of panels

2
2.5 t/m

2
4.0 t/m

Figure 2.3.1: Preparation for bedding in the tweendeck of "Rickmers Hamburg-Class" vessel

3 If timber is used to provide friction and vertical lashing angles are in the range of 45° or less, the
2
general securing effort of lashings or other means should be estimated by the following rule of thumb:
4.0 t/m
 MSL to starboard = 60% of munit · g
 MSL to portside = 60% of munit · g
 MSL to the forward = 15% of munit · g
 MSL to the aft = 15% of munit · g

uniform load of tanktop:

These values correspond with the rule-of-thumb method as mentioned in the Annex 13 of the CSS, but
hold 1: 13.75 t/m 2 are also corrected for the type of vessel operated by Rickmers-Linie.
2
holds 2,3,4: 22.0 t/m
hold 5: 13.5 t/m2

© RICKMERS

Figure 2.2.16: Midship section of "Rickmers Hamburg-Class" vessel

49 50
Securing with timber shores or welded stoppers

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MSL = 6 If the total counteracting force of friction and lashing forces prove to be insufficient to prevent slid-
15% W to fore ing, timber shores or welded stoppers should be used. Because of vibration, deformation under compres-
sion or shrinkage caused by variations in its moisture content, timber shores should be secured against
loosening by nails and timber planks or cramps (see figure 2.3.22 and 2.3.23). The shores should be
placed at dedicated strong points of the cargo. The shores should be strictly aligned in transverse and/or
longitudinal direction. If this is not possible, they should solely be exposed to compression forces with
MSL = 60% W MSL = 60% W notches to fix their position. Also here, a sufficient number of buttresses, benches, uprights and planks
to port
weight to starboard should be used to maintain stability of the structure. For reasons of reliability, such an assembly should
rest on the stowage area and precautionary measures should be taken against moving.
W
7 If welded stoppers are preferred but can not be welded to the stowage area directly in front of a
dedicated strong point of a cargo unit, for example because of an overhanging structure or when welding on
a panel is not allowed, a combination of timber beams or blocks and welded stoppers can be considered.
Note: On board of the "Rickmers Hamburg-Class" welded stoppers are generally not allowed.

MSL =
15% W to aft

© RICKMERS

Figure 2.3.2: Distribution of lashing strength

port starboard
4 Transverse securing should be increased against the above rule of thumb, if the ship's behavior
at sea is considered "stiff". As far as multi-purpose vessels are concerned, an indication for a relative
stiffness is a natural rolling period of less than 12 seconds. The above-mentioned value for longitudinal
securing should be increased, if the cargo is stowed on deck and forward of 0.7 Lpp, e.g. hatchcover steel beams for load
timber
1 and 2. Should, however, the cargo unit be positioned in the lower hold or tweendeck between 0.3 Lpp shores
spreading
and 0.7 Lpp, longitudinal sliding is prevented by solely the friction between steel and timber. If in doubt,
the securing arrangement should be determined with the advanced calculation methods according to
Annex 13 to the CSS Code (see also Cargo Securing Manual).
Securing with lashings
5 Vertical lashing angles  should not exceed 60°. Deviation angles from the transverse or longitudinal
direction should not exceed 30° (see figure 2.3.3).
© RICKMERS

Figure 2.3.4: Timber shores preventing transverse sliding, lashings preventing transverse tipping

fore

100 t fore

max = 60°
aft
max = 30°

© RICKMERS aft

Figure 2.3.3: Ideal securing arrangement against transverse and longitudinal sliding with © RICKMERS
transverse lashings having acceptable longitudinal components (please
observe that forward and aft components of lashings should counteract!) Figure 2.3.5: Welded stoppers preventing longitudinal sliding, lashings preventing transverse sliding
51 52
Securing of units without securing points

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8 Heavy cargo units without securing points, unless reliably secured by timber blocking and/or shoring,
should be secured by half-loop lashings (see figure 2.3.7 and 2.3.8) or by direct lashings to head loops
(see figure 2.3.9). Not permitted, under all circumstances, are "friction loops" and so-called "silly
loops" since they are regarded as insufficient and dangerous (see 2002 Amendments to the CSS Code,
paragraph 1). vertical half loop vertical half loop

friction loops silly loops

© RICKMERS

Figure 2.3.8

Principle of securing a yacht against transverse sliding and tipping with:

© RICKMERS
• vertical half loops made of fiber belts and wire rope lashings
Figure 2.3.6: Never use friction loops or silly loops for securing heavy cargo units! (Please note that • cradle secured against transverse and longitudinal sliding by welded stoppers
friction loops are not to be considered for calculation in accordance with the CSS!)

9 Half loops and head loops should be adequately attached to a cargo unit, leaving no risk of slipping
off. If a half loop is tightened with two lashings attached to different securing points of the vessel's structure, head loops
this should be counted as two lashings taking into account the respective MSL (see figure 2.3.7).

fore

aft
horizontal half loops

© RICKMERS

© RICKMERS Figure 2.3.9

Figure 2.3.7: Half loop lashings used for project cargo Principle of securing a heavy wooden box against transverse sliding and tipping with:
• head loops
10 Where half loops or head loops are used in connection with unprotected surface areas or fragile
casing of the unit, square timber should be used for corner protection and/or adequate strengthening of • horizontal half loops
loading areas (see figure 2.3.8). In case of such surfaces or casings the Shipper shall state any precau-
• flat timber and friction preventing longitudinal sliding (lower hold stowage)
tionary measures upon releasing cargo description, in order to give the Vessel's Management the oppor-
tunity to take adequate measures. • edges of box strengthened by nailed-on timber planks
53 54
Securing with respect to the center of gravity Since long lashings stretch considerably under increasing loads when rolling, they should be tightened

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with a high tension in order to avoid slack on the lower side. This pre-tension should be considered when
11 A securing arrangement should consider the position of the center of gravity (CG). The lashings
the bedding arrangement is to be assessed. Basically, lashings should be checked and retightened twice
should be well balanced between port and starboard but also between forward and aft.
a day.
When dealing with the preplanning of a lashing arrangement for, e.g., a 45-m long and 490-t heavy project
Shippers and Supercargoes are kindly requested to contact the nearest Cargo Operations Center of
cargo unit for on-deck transport and the CG is on approx. 1/3 of the length of the unit, following calculation
Rickmers-Linie when involved in the transport of such cargo.
method can be used to determine the position and minimum necessary numbers of lashings:
If, within a transverse lashing arrangement, a transverse force (Fy) of a lashing and the distance between Prefabricated single-wire lashings
its working line and the CG is ascertainable, a moment of torque can be calculated. The sum of torque
14 Another alternative is using bigger size of single wire rope for lashings with end loops and
of, for example, all portside lashing forces related to the center of gravity should be minimal. The value of
thimbles. A lashing arrangement of 36-mm wire rope, 17-t WLL (SWL) shackle and standard 50-t (BL)
the outcome of the calculation is an indication for clockwise or counterclockwise torque (top view). The
turnbuckle is a possible option. Since the thimbles of a 36-mm wire rope are too big for a standard 50-t
moment of torque can be reduced by adding lashings. The number of lashings should at least be in accor-
container turnbuckle, this side of the lashing sling should have no thimble. The elastic stretch of wire rope
dance with the Company's requirements. Also here, longitudinal components of lashing forces – on each
can be influenced by selecting the type of core (see figure 2.3.13).
side – should counteract. An optimum arrangement would feature a similar set-up both for portside and
starboard as well as for forward and aft lashings. Note: This arrangement can be used for a series of shipments of the same type of cargo. Special attention should be
given to conservation, the return shipment and storage of the wires. For such an arrangement a certified company
This method can also be used to design a lashing arrangement for extreme high on-deck heavy cargo should be taken to ensure quality of the wire and its ferrules of the loop ends. A certificate for these prefabricated
units like e.g. RTGs (rubber-tired gantry cranes) with a gross mass of approx. 160 t, an HCG (height center wire lashings is obligatory.
of gravity) of about 16 m above the weatherdeck level and with lashings of 22 m or more. The advantage of
this method is, that it considers the distance of the lashing to the CG which becomes increasingly impor- Unitization of cargo
tant if the cargo is expected to move within the limits of the allowable elastic stretch of the lashings. 15 Lashings should be attached to adequate securing points of the vessel. Lashings of a cargo unit
Shippers and Supercargoes are kindly requested to contact the nearest Cargo Operations Center of should not be attached to a bedding structure. Unless especially intended for this purpose, lashings should
Rickmers-Linie when involved in the transport of such cargo. not be attached to other lashings. If cargo is lashed to other cargo units for reasons of multi-unitization,
these lashings should not be counted under the CSS. Unitized cargo demands for appropriate securing,
Elastic characteristics of lashings taking into account the overall mass of the compacted cargo lot.
12 Within a securing arrangement lashings should have uniform elastic characteristics as far as prac- 2.3.2 Fixed equipment
ticable. This can be realized by using one type of equipment, e.g. wire rope, chain or fiber sling or a suitable
combination. A uniform elastic stretch can be also achieved by using lashings with a uniform length. Classic securing equipment
1 Fixed securing equipment on board of classic multi-purpose ships consists of D-rings, oval secur-
Uniform stretching behavior ing rings or pad-eyes, welded to strong points of the ship's structure (see figure 2.3.10). On the tanktop as
13 If a uniform length can not be met, for example, when transporting extreme high on-deck heavy well as on fixed tweendecks of some vessels also flush-welded lashing pots can be found. The strength of
cargo units, the above-mentioned securing arrangement usually can not be realized since lashings are to securing points in terms of MSL is mentioned in the vessel's Cargo Securing Manual.
be attached at different heights.
Note: Especially in this case, where tipping plays a major role and elastic stretch becomes more and more important, a
"uniform stretching behavior" of the lashing arrangement should be applied. For this purpose the ratio between the
length of a lashing divided by its perpendicular distance to the tipping axis should be observed.
d
Example d d
The lower transverse lashings have a ratio of half of that of the (longer) upper lashings. Consequently, the
lower lashings reach their MSL when the lashing force of the upper ones would only be half this value.
Please note that this example considers only tipping and transverse lashing effects of the lashings not
being taken into account.
In this typical case the ratio can be corrected with factor two, by using quadruple wire rope for the upper
lashings counting as usual double-wire lashing. By doing so, the force in these lashings would increase
with a factor two (against double wire) if stretched, compensating the lower efficiency.
Yet the MSL-value of such a lashing remains that of the weakest part which is, in this case, the turnbuckle.
For this specific purpose a hook-hook 50-t turnbuckles is regarded as ideal of which 100 pcs are on board © RICKMERS

of the Rickmers Hamburg-Class vessels.

Figure 2.3.10: Securing points of mild steel
As an alternative, the number of upper lashings could be doubled, of which only the half of the lashings
should be counted. Another way to correct the ratio is using different sizes of wire ropes or a combination 2 If information on MSL of mild-steel securing points is not available, the MSL of such securing
of chains and wires. Also here chains should only be used together with the wire slings of Ch 2.3.3.23. provisions can be estimated with the following rule of thumb:
Because of the enormous span of such lashings, wires with the lowest possible elastic stretch should be MSL = 10 · d2 [kN], where d = smallest diameter [cm] of cross-section of the device.
taken for reasons of retightening because of permanent elongation. Here wire ropes of the type indepen-
dent wire rope core or wire strand core are first choice. (see fig. 2.3.13)
55 56
Minimum requirements for vessels to be chartered by Rickmers-Linie 8 Following excerpt from German Lashing's product range shows a typical D-ring:

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(by courtesy of German Lashing):
3 If classic multi-purpose vessels are to be chartered in by Rickmers-Linie, these ships should
be sufficiently equipped for transport of general cargo. They should have at least one securing point of
100 kN MSL (200 kN BL, approx. 20.4t) per 6 m2 stowage area. This number can be reduced to one per
10 m2 if the MSL of each point is not less than 200 kN MSL (400 kN BL, approx. 40.8 t). The distribution
of these securing points should be well balanced.
4 Classic multi-purpose vessels should also be sufficiently equipped at the sides of the hold and
at the bulkheads. They should have at least one oval lashing ring or D-ring of 100 kN MSL (200 kN BL,
approx. 20.4 t) per 8 m2 in the sides, welded to frames at a lower and upper position and one per 12 m2
at the transverse bulkheads.
5 The weatherdeck of these vessels should be sufficiently equipped with D-rings of high tensile steel to
secure 40ft containers. The MSL of these securing points should not be less than 200 kN MSL (400 kN BL,
approx. 40.8 t). As an alternative the vessel should be equipped with a row of D-rings on both sides of the cargo
hatches. The distance between these securing points along the hatch coamings should be not more than 1.5 m.

full penetration weld

© RICKMERS

Figure 2.3.11: Proper welding of a heavy duty D-ring

6 If additional D-rings are necessary for the transport of heavy cargo units, temporarily welded
D-rings can be used. They should be welded by certified welders and approved by surveyors. In general,
the responsible classification society must be advised to obtain their official exemption. The nominal securing
capacity can only be met, if the type of electrodes corresponds with the materials to be welded.
Note: It is of paramount importance that D-rings are always placed straight on top of and properly aligned with primary
members (i.e. web frames or stringers) of deck areas, or to other strong structural points, since usual deck framing
is designed for and only able to carry uniformly distributed loads (usually 2.5 to 4 t/m2).
Note: Welding on board should always be performed under strict observance of guidelines on fire prevention during hot work.

7 The number of necessary D-rings can be reduced by sharing a D-ring for lashings pointing to port
and starboard, since only one of the lashings will be strained substantially if the vessel is rolling. For this
purpose D-rings should be placed in transverse position.

50 % MSL
50 % MSL
100 % MSL 100 % MSL
to port to starboard

© RICKMERS

Figure 2.3.12: Double effect of a transverse D-ring

57 58
Equipment of company owned and/or chartered vessels 11 Following graphic shows modern container equipment for under deck stowage:

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9 The company owned and/or chartered vessels use standardized securing equipment. These parts
are used in connection with the standardized container fittings distributed across lower holds, tweendecks
and the weatherdeck. Following provisions can be found:

Rickmers-Linie "Merida-Class" "Rickmers Hamburg-Class"

dove-tail sockets
weatherdeck breech base
(U-frame sockets)

tweendeck breech base ISO-sockets

lower hold breech base ISO-sockets

10 Following illustration shows modern deck equipment for container transport:

(by courtesy of German Lashing)
59 60
12 Following design drawing shows the Breech Base twistlock of the Merida-Class: 13 Following design drawing shows the removable D-rings to be used in connection with ISO-sockets:

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14 The weatherdeck hatchcovers are provided with D-rings at the ends of every 40ft bay. The BL of
these lashing eyes is up to 490 kN (approx. 50 t) but not less than 460 kN, providing an MSL of 245 or 230 kN
respectively. The actual figure should be taken from the vessel's Cargo Securing Manual.
15 Additional securing points, i.e. D-rings of mild steel for general cargo, can be found at the sides of the
lower hold, tweendeck and weatherdeck. These securing points have at least a breaking strength of 80 kN (see
figure 2.3.10). The actual figure should be taken from the vessel's Cargo Securing Manual.
61 62
2.3.3 Loose lashing equipment 6 Following figure shows five examples of wire rope:

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1 This Standard considers four classes of strength of loose securing equipment:
• Class 1 MSL ≥ 98 kN BL ≥ 196 kN ( ≥ ≈ 20.0 t)
• Class 2 MSL ≥ 76 kN BL ≥ 152 kN ( ≥ ≈ 15.5 t)
• Class 3 MSL ≥ 42 kN BL ≥ 84 kN ( ≥ ≈ 8.5 t)
• Class 4 MSL ≥ 25 kN BL ≥ 50 kN ( ≥ ≈ 5.1 t)
The distinction of different classes allows for an economic view on securing equipment regarding the
strength of the securing points of cargo units and lashing points on board of the respective vessels.
Furthermore, it makes things easier when it comes to requirements on securing points of cargo units. a) b) c) d) e)
Examples are shown in chapter 2.3.4 of this Standard. © RICKMERS

2 Since a minimum of elastic behavior for securing arrangements is desirable to maintain a minimum Figure 2.3.13: Typical cross-sections of wire ropes for lashing purposes
of tension, chain lashings should include an element of wire rope in the form of a short sling or grommet.
Fiber straps with ratchet tensioners, also called web lash-ings, should not be used for direct securing a) 6 x12 + 7 FC (ISO 2408) for mooring and towing
of heavy cargo units exceeding a gross mass of 25 tons, but can be taken to secure lighter cargo, e.g.
b) 6 x19 + FC (6 x19 + FE, DIN 3059) for lifting/transport machines
wheeled vehicles, crates etc..
c) 6 x 7 + FC (6 x 7 + FE, DIN 3055) for rigging, cableways, lifting/transport machines
3 Securing material for non-standardized cargo is mainly supplied on demand rather than stored on
board as permanent equipment. For this reason, the provisions mentioned in this Standard cannot always d) 6 x 7 + 7 x 7 (IWRC) (6 x 6 + SE, similar to DIN 3057) for road machines, crane ropes
be met in practice. In case of any deviation regarding dimen-sions, strength and elastic stretch of secur-
e) 6 x 7 + 1 x 7 (WSC) (6 x 6 + SE, DIN 3055) for rigging, cableways, automotive industries
ing equipment, an alternative arrangement pro-viding an equivalent level of safety as mentioned in this
Standard should be applied.
Legend:
Wire ropes FC fiber core
4 Steel wire ropes are offered in different sizes and ways of buildup and can be delivered galvanized, IWRC independent wire rope core
non-galvanized as well as in combination with fiber or steel core. WSC wire strand core
Generally, on board of vessels chartered and/or owned by Rickmers-Linie, lashing wires are of non-galvanized FE "Fasereinlage" (German term according to DIN for fiber core)
type with fiber core of the size 16 mm (or 5/8") 6 x 19 + FC (see figure 2.3.13, type b) which are given to SE "Stahleinlage" (German term according to DIN for steel core)
shore after use. The lashing slings designed for re-use are provided with fiber core for flexibility reasons.
Wire ropes are designed by class:
According to the CSS the MSL of new wire ropes (single use) is 80% of the breakings strength (BL). For
re-used wire rope the MSL should be taken as 30% to overcome loss of strength because of bends and 6x 7 (6 strands, 7 wires)
possible – also non-visible – damage to the wire ropes. If galvanized lashings have been used for ocean 6 x19 (6 strands, 19 main wires per strand)
transport they should only be taken for under-deck use. 6 x37 (6 strands, nominally 37 wires per strand)
Note: Rickmers-Linie advises to take an MSL value of 70% of the breaking strength for one-way material instead of the
aforementioned 80% BL as proposed by the CSS. (When nominal values are used, the number of wires per strand may vary significantly (e.g. 6 x19 nominal
lay have a range of 9 to 26 wires per strand.)
5 If lashing wire has been delivered and no information on breaking strength is obtainable, the
following table should be used to estimate the MSL. 7 The strength of wire ropes reduces considerably if bent around items with a small radius related
to the diameter of the wire rope such as D-rings, shackles or turnbuckle yokes. The strength reduction of
a wire rope of the type 6 x19 + 1FC or similar, which is subjected to a narrow bend of a sharp corner, is
6 x 18 + 7 FC 6 x 19 + 1 FC presented in the table 2.3.2 . In this table the residual breaking strength is given as a percentage of the
or or
nominal breaking strength. It shows the ratio of the diameter of the bend "b" and the wire rope diameter "d"
6 x12 + 7 FC 6 x 9 + 1 FC
buildup buildup as well as the adverse influence of friction resistance, when the rope is slipping in the bend.

Diameter MSL [kN] MSL [kN]

12 25 50
14 34 68 Example: b/d = 1.5
16 45 90 d residual breaking strength
b of the double wire = 2 x 0.72 BL
18 57 114
= 1.44 BL, if steady in the bend
20 70 140
MSL = 70% x 1.44 BL = 1.008 BL
Table 2.3.1: MSL for wire rope of unknown origin
© RICKMERS
Note: Fiber cores „FC", or FE according to DIN, have a positive influence on the flexibility of the wire ropes but also an
adverse effect on the strength. Figure 2.3.14: Bend diameter "b" and rope diameter "d"
63 64
12 The appropriate clip size for metric-size wire rope can be taken from the following table:

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ratio b/d 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
% BL % BL % BL % BL % BL % BL % BL % BL % BL % BL wire rope metric size of imperial size of
residual breaking strength
[kN] [kN] [kN] [kN] [kN] [kN] [kN] [kN] [kN] [kN] diameter clips clips
wire rope [mm] [mm] [inch]
50 65 72 77 81 85 89 93 96 99
steady in the bend 12 12 1/2
wire rope 14 14 5/8
25 50 60 65 70 75 79 83 87 90
slipping in the bend
16 16 5/8
Table 2.3.2: Residual breaking strength of wire ropes in a bend
18 18 3/4
Example 20 20 7/8
Double lashing wire steady in the bend (see figure 2.3.14).
Table 2.3.3: Appropriate size of wire rope clips
b/d = 1.5 ⇒ residual breaking strength = (72/100 · BL) = 0.72 · BL
MSL of double-wired lashing = 0.7 · 2 · (0.72 · BL) = 1.008 · BL
Note: The MSL of a double-wired lashing is usually equal to the BL of the single wire.

8 If a sufficient number of well-tightened wire clips are used, the rope can be considered as steady
in the bend.
9 Wire slings under load during lifting can be considered as steady in the bend. Here, it is of greatest
importance that small radii are considered and the WLL (MSL) is reduced according to table 2.3.2, since
the working load limit directly correlates with the breaking load (BL) by its safety factor (SF).
10 If a wire rope is attached to an eye plate with sharp corners, the MSL should be taken as 25% of
the nominal MSL.
11 Wire clips are used to form slings out of plain wire ropes.

Figure 2.3.16: Clipped lashing wires in practice

Shackles
13 Shackles used in a lashing arrangement exposed to vibrations and/or shocks, e.g. windage and
racking of high on-deck cargo units, should be secured against loosening either by galvanized binding wire
or with a cotter pin if the shackle has a nut. If high tensile steel shackles are considered, it should be noted
that smaller diameter of the pin and yoke influences the residual breaking strength of the lashing wire. As
a matter of course there is no influence between shackles and lashing plates or turnbuckles.
14 According to the CSS the maximum securing load (MSL) of shackles is 50% of the breaking
strength (BL, also called maximum ultimate load MUL).
15 If the working load limit (WLL), also called safe working load (SWL), of a shackle is not embossed
© RICKMERS in the yoke the following rule of thumb applies for mild steel:
Figure 2.3.15: Clipped lashing MSL = 10 · d2 [kN] where d = diameter [cm] of bolt

Note: It is important that the bow, also known as U-bolt, presses the dead end of the wire and does not stress the live
end. This would reduce the breaking strength of the wire rope considerably. Additionally, the distance between the
clips should be not less than 6 times the rope diameter (or not less than one lay-length of a single strand around
the core).
65 66
Turnbuckles 22 High tensile short-link lashing chains which can be obtained, for example, in the USA and China,

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are available in several grades with different characteristics, e.g.:
16 Turnbuckles for securing non-standardized cargo are offered in different sizes and breaking
strengths. According to the CSS the maximum securing load (MSL) of turnbuckles is 50% of the breaking ASTM 80 (G43); NACM 84/90 (G43); A413/A413M-01 (G43) high test chain:
strength (BL).
½" (13.5 mm)
17 If the breaking strength (BL or MUL) of a turnbuckle is not given by the supplier, or in case of
Dimensions inside (L x W) 1.54" x 0.79" (39.1 x 20,1 mm)
doubtful reliability of the supplier's document, the following rule of thumb applies for turnbuckles made of
mild steel: WLL 9,200 lb. ( 4.17 t) 40.9 kN
MSL = 10 · d2 kN where d = diameter of thread [cm] Test Load 15,300 lb. ( 6.94 t) 68.1 kN
18 It is important to check the welded connections of the yokes to the nuts. They should be welded MUL (BL) 27,600 lb. (12.52 t) 122.8 kN
all around leaving no opening for ingress of seawater and leaving no chance for hairline cracks. Improper
MSL 13,800 lb. ( 6.26 t) 61.4 kN
welded turnbuckles should not be accepted from the supplier. The nuts should be of sufficient size and
length. Turnbuckles with a hook should not be used for securing of heavy cargo units unless they are certified. Safety factor MUL/WLL 3
19 Turnbuckles used on board the "Merida-" and "Rickmers Hamburg-Class" vessels have a breaking or ...
strength of 196 KN (≈ 20 t) and provide an MSL of 98 kN (≈ 10 t).
ASTM 80 (G70); NACM 84/90 (G70); A413/A413M-01 (G70) transport chain:
½" (13.5 mm)
Dimensions inside (L x W) 1.54" x 0.79" (39.1 x 20,1 mm)
WLL 11,300 lb. ( 5.13 t) 50.3kN
Test Load 22,600 lb. (10.25 t) 100.6 kN
MUL (BL) 45,200 lb. (20.50 t) 201.1 kN
MSL 22,600 lb. (10.25 t) 100.6 kN
Safety factor MUL/WLL 4
Note: The MSL of the high test chain (G43) – with identical link size compared to the G70 chain – is lower than that of
European standardized lashing chain. If decision is made to use short-link chains for lashing purposes on board,
it should be observed that same or similar breaking strength to European chain is provided to comply with this
Standard. Regarding the aforementioned examples only G70 ½" lashing chains match these requirements. Any
other short-link lashing chains should be avoided.
Note: The maximum securing load (MSL) is sometimes mentioned by suppliers as "lashing capacity" (LC) and given in
deka-Newton (daN) or metric tons (t or mt).

Lashing slings
Figure 2.3.17: Integrated lashing arrangement together with double H-beams and rubber mats 23 Integrated lashing arrangement:
Rickmers-Linie has introduced wire rope slings of 2.5 m length to be used in connection with lashing
Chains chains. These slings act as a shock absorber and provide the desired additional elastic stretch (see
figure 2.3.27). The main advantages are:
20 Lashing chains for securing of non-standardized and semi-standardized cargo are made of high
tensile steel and offered as long-linked as well as short-linked chains, both also with lever tightener. • Re-tightening is less critical.
According to the CSS the maximum securing load (MSL) of chain is 50% of the breaking strength (BL).
• The sling makes it easier to use lashings chains in connection with various lashing provisions of
Because of the different types and grades of high tensile steel no rule of thumb for estimating the MSL can
cargo units.
be provided if no information of BL is available. Therefore, the supplier's advice on the breaking strength
is indispensable. • The sling consumes less space at a lashing provision and more lashings can be applied.
21 The minimum guaranteed breaking strength (MUL or BL) of standardized "European" long-link • Less damage to cargo units can be expected if they are fitted out with low-strengthened lashing
lashing chains of 13 mm is generally 196 kN, hence the MSL is 98 kN (≈ 20 t and 10 t resp.). provisions, e.g. trucks, trailers, rail cars etc..
• Use of these slings may save valuable time.
The lashing slings are made of 24-mm 6 x 36 + FC wire rope.
The breaking strength (MUL or BL) is 327.6 kN.
The MSL is 98 kN and includes re-use (f = 0.3).
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Fiber ropes

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26 Polypropylene and Hercules rope should generally not be used for securing cargo units. It can,
however, be useful for securing small items attached to heavy cargo units or other light weight cargo. The
MSL is 33.3% of the breaking strength.
27 If the breaking strength is not given by the supplier, or in case of doubtful reliability of the supplier's
document, the following rule of thumb should be used to establish the MSL-value of such rope:
MSL = 4 · d2 [kN] where d = diameter [cm] of the rope
Note: The soft steel 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 bar or a stick.

Removable D-rings
28 Vessels chartered and/or owned by Rickmers-Linie are equipped with removable D-rings made
of drop-forged steel. These lashing rings are used in connection with the ISO-container sockets of the
tanktop and tweendecks. Upon publishing this Standard, the BL of these type of D-rings on board of the
Rickmers Hamburg-Class vessels is 353 kN, hence the MSL is 176 kN. (Standards for container equip-
ment tend towards a BL of 500 kN, hence the MSL is 250 kN.)
Actual figures should be obtained from the vessel's Cargo Securing Manual.

Figure 2.3.18: Integrated lashing arrangement in practice Welded stoppers

29 Welded stoppers are generally not allowed on board of the "Rickmers Hamburg-Class" vessels.
Web lashings
If, however, on other vessels, stoppers are welded to the deck and/or on top of steel beams used for bed-
24 Fiber straps with ratchet tensioners, also called web lashings, are useful for lashing cargo units ding, the surface should be cleaned from rust or oil. The position of stoppers should be carefully chosen,
up to approximately 25 t and for unitizing general cargo. According to the CSS the maximum securing i.e. on primary members of structures, in order to prevent damage to the deck plating of the stowage area.
load (MSL) of web lashings is 50% of the breaking strength (BL). They induce friction, provide excellent Welding to the high tension areas of the ship's main structures, e.g. flanges of web frames and girders, is
elastic stretch and sustain a pre-tension of up to 40% of its lashing capacity (LC or MSL). According to not allowed in order to avoid hairline cracks. Welding on top of fuel oil tanks, unless thoroughly cleaned
EN 12195-2 (European Standard for synthetic web lashings) the pre-tension force, i.e. "Standard Tension and gas-free, is strictly forbidden.
Force" (STF), should not exceed 50% of the MSL/LC.
30 The permissible shear stress of a weld should be taken as 100 N/mm2 or 10 kN/cm2 when calculated
The required pre-tension is achieved by the "standard hand force" (SHF) acting on the ratchet tensioner. for MSL reasons. A single one-lay weld can be assumed with a minimum height of the weld "a" = 4 mm.
The "standard hand force" (SHF) is stipulated as 50 daN (≈ 50 kg). As a tension indicator is usually not This means, that a weld of 1 cm length provides a shear area of 1 x 0.4 = 0.4 [cm2] and an MSL of 4kN/cm.
available, the pre-tension force can be estimated by following rule of thumb: Following this principle a triple weld can be assumed with an a = 10 mm and provides an MSL of 10 kN/cm.
"Applying 50 daN SHF to the ratchet tensioner must produce a minimum of 10% of the Lashing Capacity (LC) 31 The MSL of stoppers welded flat to the deck or on top of steel beams – where bending can be
as STF", or expressed in a formula: neglected – depends on the total cross-section area "Q" of welded seams.
Following calculation should be applied:
If SHF applied to tensioner ⇒ STF ≥ 10% LC [daN], where LC = MSL and STF ≤ 50% LC
This pre-tension, however, usually disappears quickly if the straps are repeatedly strained up to their lashing MSL [kN] = 10 [kN/cm2] · Q [cm2]
capacity because of the vessel's motions and regular retightening is required. where MSL = maximum securing load [kN]
Q = a·L
25 The MSL of fiber straps is defined by the CSS, Annex 13:
where Q = cross-section [cm2] of welds
Ch 4.3 "For particular securing devices (e.g. fiber straps with tensioners or special equipment for a = thickness [cm]of weld
securing containers), a permissible working load may be prescribed and marked by authority. This
L = total length [cm] of weld
should be taken as the MSL."
Example
The safety factor of fiber straps with ratchet tensioners is usually 2 (SF = 2), which means that the MSL
is 50% of BL (see 2002 Amendments to the CSS, before: 70% BL acc. to IMO). Total length of weld L = 120 cm
Note: If, however, only the BL is mentioned, the MSL should not be taken more than 40% BL for re-use. This value considers thickness of weld = 4 mm or 0.4 cm
wear and tear. Q = 0.4 · 120 = 48 cm2 ⇒ MSL = 10 · 48 = 480 kN (≈ 48.9 t).
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Timber shores

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33 Although the strength of timber in the direction of the grain is relatively high, the MSL normal
(perpendicular) to the grain is limited. For example, the permissible tensile strength along the grain for
spruce/pine (conifer timber) for short time use (25 days) is 1 kN/cm2 (≈ 102 kg/cm2) whereas the MSL
normal to the grain is limited to 0.3 kN/cm2 (≈ 30.6 kg/cm2). When buttresses are used for load distribution
and stabilization of the blocking structure and shores are used as spacers, the above-mentioned MSL-
value of 0.3 kN/cm2 should be used for the contact area between the shores and the buttresses in order
to determine the total MSL (see figures 2.3.4, 2.3.21 and 2.3.22). The overlaps of buttresses, as shown
in figure 2.3.21, should at least equal the size of the timber beam in order to avoid splintering of the ends
while exposed to extreme loads. The length of timber shores of 20 x 20 cm should not exceed 2 meters,
unless diagonal planks are used to avoid buckling.
MSL
Q
Q

© RICKMERS

Figure 2.3.19: Horizontal welded H-beam stopper

32 However, if the leverage height "h" is bigger than the depth "b" of the stopper (see fig. 2.3.20), the overlap
overlap
MSL will be restricted by the following formula:
MSL [kN] = 20 [kN/cm2] · Q1 [cm2] · b/h
where MSL = maximum securing load [kN]
Q1 = cross-section [cm2] of welds at loaded side
b = height [cm] of the section
h = leverage height [cm]
where Q1 = 2·a·w © RICKMERS

and a = thickness [cm] of weld

Figure 2.3.21: Overlapping of buttresses
w = width [cm] of flange of section
Example Example:
Size of beam: 30 x 30 cm Assumed there are four shores of 20 x 20 cm used in figure 2.3.4 on each side, the MSL of these shores
leverage height of beam: 65 cm will be 4 x 20 x 20 x 0.3 = 480 kN for both sides.
thickness of weld: 0.4 cm
Q1 = 2 · 0.4 · 30 = 24 [cm2] ⇒ MSL = 20 · 24 · 30/65 = 222 kN (≈ 22.6 t)

diagonal
braces

MSL shore

shore

h benches
longitudinal
buttresses
Q1
uprights

© RICKMERS © RICKMERS

Figure 2.3.20: Vertical welded H-beam stopper Figure 2.3.22: Timber shores with longitudinal buttresses
71 72
34 Heavy duty timber shores should rest on benches of appropriate size. The size of the buttresses 35 Following table gives an overview of MSL-values of fixed and loose equipment, when used for

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should ensure a well-spreaded load over the cargo and the vessel's side. The shoring arrangement should be securing of project cargo:
stabilized by diagonal planks or braces and additionally secured with long nails or timber cramps to prevent
loosening as a result of vibration, deformation because of repeatedly induced forces and/or shrinkage Material
caused by variations in its moisture content. Wedges used for tightening the shores should be made of
hardwood and should have a gradient angle of not less than 10, i.e. length ten times the thickness. Fixed D-rings on hatchcover/weatherdeck
Securing points of mild steel
Loose D-rings
Wire ropes (one-way use)
vertical
buttresses Wire ropes re-use
Shackles of mild steel
Shackles of high tensile steel
Turnbuckles of mild steel
shore
Turnbuckles of high tensile steel
diagonal
braces Short link chains ½" (USA) (G43)
Short link chains ½" (USA) (G70)
Long link chains with hooks
shore
Lashing slings 2.5 m (Rickmers special)
Fiber straps, web lashings
benches
Fiber ropes and Hercules (Polypropylene) −
Welded stoppers, flat
Welded stoppers, high
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Information from supplier MSL [kN]
Breaking Load (see CSM) 0.5 · BL
− 10 · d2 kN
Breaking Load (various) 0.5 · BL
Breaking Load (various) 0.7 · BL (see note)
Breaking Load (various) 0.3 · BL
− 10 · d2 kN
Breaking Load (various) 0.5 · BL
Breaking Load (various) 0.5 · BL or 10 · d2 kN
Breaking Load = 196 kN 0.5 · BL = 98 kN
Breaking Load = 122 kN 0.5 · BL = 61 kN
Breaking Load = 201 kN 0.5 · BL = 100 kN
Breaking Load = 196 kN 0.5 · BL = 98 kN
Breaking Load = 327.6 kN 0.3 · BL = 98 kN
Breaking Load (various) 0.4 · BL (see note)
4 · d2 kN
− 10 · Q (see 2.3.3.31)
− 20 · Q1 · b/h
(see 2.3.3.32)

© RICKMERS
Timber shores − 0.3 kN/cm2 · cross-sec cm2

Figure 2.3.23: Timber shores with vertical buttresses Table 2.3.4: Overview of MSL-figures used by Rickmers-Linie

Note: The term "shore" is not limited to horizontal (transverse and longitudinal) applications. According to general under-
standing, a "shore" is simply a prop or support placed against or beneath anything to prevent sinking, sagging
and/or shifting.
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2.3.4 Options of assembled lashings

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wire rope equivalent approx. no. of clips for
diameter wire rope each rope end loop
Types of wire rope lashings
diameter (depending on type of
1 There are different ways to use a turnbuckle, wire rope and clips to secure cargo. Some are unfa- rope, see supplier
vorable and some even unsuitable. This Standard defines three types of wire rope lashings which should [mm] [inch] information)
be used for securing heavy cargo units. Other types are not permitted.
5 3/16 3
6.5 1/4 3
8 5/16 3
Type A wire lashing 9.5-10 3/8 3
11 7/16 3
13 1/2 3
14 9/16 3
Type B wire lashing
16 5/8 3
18 n/a 3
19 3/4 3

Type C wire lashing 20 n/a 4

22 7/8 4
24 n/a 4
26 1 4
28-30 1 1/8 5
© RICKMERS 30 n/a 5

Figure 2.3.24: Wire rope lashings of types A, B and C 32-34 1 1/4 5

36 1 3/8 6
2 Type A is the standard type which should generally be used between a lashing provision of a
heavy cargo unit and a securing point of the vessel. This type requires four clips as a minimum, which can 38 1 1/2 6
be applied easily if the turnbuckle is used at deck level. Any residual breaking strength induced by the bend
Table 2.3.5: Number of clips to be used for type C lashings
at the yoke of a turnbuckle is compensated by the doubling of the wire rope at that bend. The MSL of the
doubled wire depends solely on the diameter of the bend at the lashing provision of the cargo and on the
5 An endless sling (see figure 2.3.25), also called clipped grommet, which is used at a notch with
MSL of the wire rope used. The MSL of the turnbuckle, the shackle and the securing point of the vessel
sharp edges should be prepared in the same manner as a type A wire lashing, with the double wire at the
as well as that of the cargo unit should be taken into account when the MSL of the lashing arrangement
notch. The MSL of this sling can be taken as the MSL of a single wire, i.e. the residual breaking strength
needs to be assessed.
is 4 x 25% of BL. Endless slings doubled and clipped at sharp notches should not be used for Class 1
3 Type B is an alternative for situations where only small turnbuckles are available, e.g. for prepar- lashings.
ing a Class 1 lashing of 98 kN MSL (≈ 10.0 t) with a turnbuckle of 62 kN MSL (≈ 6.2 t). For this type of
lashing no shackles are needed. Doubling the wire in the D-ring saves a clip and avoids strength reduction
in the bend.
4 Type C requires a wire rope of a bigger size and needs more clips. This type can be used for long
and half-loop lashings (see figure 2.3.9) The number of clips depend on the size of the wire rope, see
following table.

© RICKMERS

Figure 2.3.25: Clipped grommet in a notch

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6 The number of clips at a wire rope lashing should not be less than shown in figure 2.3.24. The

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clips should be placed at least 6 times the wire rope diameter from each other. The bows of the wire clips,
also called U-bolts, should press the dead ends of the wire. Nuts should be tightened until the dead end
of the wire rope is visibly compressed. In order to achieve a high compression and to prevent corrosion,
the clips should always be kept in a well-greased condition.
7 Type A wire lashings and endless slings should never be clipped at the straight length. The
strength capacity of such clipped slings is reduced by about 50%.

Figure 2.3.28: Class 1 lashing with clipped grommet at a trunnion

10 The wire sling of 2.5 m length is long enough to turn it around a trunnion if deemed necessary.
© RICKMERS
However, two lashings connected to that sling should always point in the same direction. Lashings set in
Figure 2.3.26: Never use a "La-Paloma" sling opposite directions are useless and hence prohibited.

Strength classes of lashings

Class 1 MSL ≥ 98 kN BL ≥ 196 kN (BL ≥ ≈ 20.0 t)
8 The standard Class 1 lashing with an MSL of 98 kN (10.0 t) consists of four elements: port starboard
D-ring, turnbuckle, chain with hook and lashing sling. If the sling is used at a trunnion, i.e. a round lifting
provision of a heavy cargo unit, a second lashing of same MSL can be attached to obtain an MSL of 196 kN.

© RICKMERS
Class 1 lashing
with MSL = 98 kN Figure 2.3.29: Never use a lashing sling that way - it's a silly loop

second lashing of Class 2 MSL ≥ 76 kN BL ≥ 152 kN (BL ≥ ≈ 15.5 t)

same MSL
11 Class 2 lashings are usually wire rope lashings, where the MSL is mainly limited by the strength
of the turnbuckle. The MSL of these lashings should be checked carefully, taking all elements into account
and not only the wire rope.
Class 3 MSL ≥ 42 kN BL ≥ 84 kN (BL ≥ ≈ 8.5 t)
12 Class 3 lashings are generally the short link chains as, for example, "G43" high test chain,BL = 12.52t,
© RICKMERS
as available in the USA. These lashings should not be used for cargo units above 50 t.
Class 4 MSL ≥ 25 kN BL ≥ 50 kN (BL ≥ ≈ 5.1 t)
Figure 2.3.27: Standard Class 1 lashing with wire sling at a trunnion
13 Class 4 lashings are mainly web lashings. Class 4 lashings are also fourfold Hercules or polypro-
9 The main advantage of the wire sling is a higher elastic stretch of the lashing arrangement. This pylene rope tightened by a bar or a stick. When it comes to web lashings they should be used only for
reduces peak loads of shocks in the chain. As an alternative to the wire sling an endless sling, also called cargo units up to 25 t. Hercules or polypropylene rope may be used if no alternative material is available
clipped grommet, can be used (see 2.3.27) with the chain hook attached to the double lay of the wire rope. for cargo weights not exceeding 5 t.
77 78
2.3.5 Standard securing arrangements In this case the length of beam "lbeam" is 6.25 m, supported at the ends by strong points of the structure of

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the two tweendeck panels. The width of the footprint "wfootprint" is 3.58 m
1 This chapter deals with how to properly bed and secure a generator unit on board of a "Rickmers
Hamburg-Class" vessel and other vessels chartered in by Rickmers-Linie.
⇒ lr = (lbeam – wfootprint)/2 = (6.25 – 3.58)/2 = 1.34 m.
Fr = (m · g) / nsupport
Cargo information: 242-t generator
where nsupport = number of supports
overall dimensions (LxBxH) = 9.30 x 4.58 x 4.60 m
(for symmetrical load distribution)
outer dimensions of footprint = 6.90 x 3.58 m
= 8 beams · 2 end supports per beam
vertical center of gravity (VDG) above footprint area = 2.20 m
⇒ nsupport = 16
loose battens as dunnage under footprints
⇒ Fr = (242 [t] · 9.81 [kN/t]) / 16
= 148.4 kN
⇒ BMmax = 148.4 [kN] · 1.34 [m] = 198.8 kN·m
The maximum bending stress max = (MBmax [kN·m] · 100 [cm/m]) / Wbeam [cm3]
⇒ max = (198.8 · 100) / 1150 = 17.3 kN/cm2,
which is about 48% of the yield strength of Fe-520 steel (St-52), thus, sufficient strength reserve is kept
for vertical dynamic loads. This calculation is based on beams supported at their ends. If supported evenly
over the entire length of the beam the maximum bending moment would be 118.4 kN·m, resulting in a
maximum bending strength of approx. 29% of the yield strength, or approx. 43% with Fe-370 steel (St-37).

FRONT VIEW
bending moment
SIDE VIEW
Shear force and bending moment in a transverse
beam;
BMmax for point load support = 198.8 kN·m
BMmax for evenly supported beams = 118.4 kN·m

TOP VIEW shear force

© RICKMERS

© RICKMERS Figure 2.3.31: Shear force and bending moment in a twin beam
Figure 2.3.30: Generator of 242 t
4 The generator load on the two tweendeck panels induces a transverse bending moment in each
panel of 1,611.7 kN·m, which is nearly reaching the bending moment of 1613.5 kN·m produced by a
2 The generator is stowed on a "Rickmers Hamburg-Class" vessel athwartships (transverse) in the
homogeneous load of 4 t/m2.
center of a 20 ft container bay on tweendeck panels. In this way the ISO container sockets can be ideally
used as securing points. The total uniform distributed load of the two tweendeck panels is:
2 · (10.2[m] · 3,16[m]· 4 [t/m2]) = 257.9 t (see Ch 2.2.5.)
3 The minimum number of single beams according to the formula in chapter 2.2.13 is five. In order shear forces
to use the ISO-sockets of the tweendeck panels efficiently, an arrangement of 4 locations of supporting bending moment
beams would be the most suitable solution. Consequently a number of 4 double beams will be applied.
With these eight beams this figure is exceeded by 60%.
For the following strength calculation the generator will rest on four 6.25-m twin beams of the size 26 x 26 cm
(W = 1,150 cm3 per beam).
For worst case calculation, the maximum bending moment on each beams is, according to the scheme of
figure 2.3.31 (no corrections for uniformly distributed support of beam):
BMmax = Fr · lr shear force and bending moment for
where Bmmax = maximum bending moment [kN·m] uniform load limit of 4 t/m2
BMmax = 1,613.5 kN·m
Fr = reaction force [kN] at beam`s end
shear force and bending moment for
lr = length [m] of beam between Fr and footprint of cargo 242 + 6 t generator;
BMmax = 1,611.7 kN·m

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Figure 2.3.32: Shear forces and bending moment in one hatch cover
79 80

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portside

a
c

b
tipping axis

starboard

© RICKMERS © RICKMERS

Figure 2.3.33: Securing arrangement of a generator on "Rickmers Hamburg-Class" vessel (top view) Figure 2.3.34: Stowage and securing of generators on a "Rickmers Hamburg-Class" vessel

5 A total of 12 Class 1 lashings of 98 kN MSL secure the generator in transverse direction along with 7 If the footprints are crossing all frames of the stowage area (see 2.2.5.1) of the tanktop, steel
transverse shoring of 4 pieces of 20 x 20 cm timber beams to each side. The MSL-value for one timber beams are not necessary due to the PSL of 22 t/m2:
shore is 20 cm x 20 cm x 0.3 kN/cm2 = 120 kN. Friction is improved by dunnage under and on top of the
Gross mass / Footprint = 242 [t] / (6.90 x 3.58) [m2] = 9.8 [t/m2] < 22 t/m2.
twin beams. No welding is required. Each lashing consists of a lockable D-ring, turnbuckle, chain and wire
sling as shown in figure 2.3.27. Longitudinal components of these (transverse) lashings are only moderate. Note: If the cargo would have been delivered with only two cradles, this would mean that – considering longitudinal framing of
the tanktop – the cargo unit should be placed in longitudinal direction. Transverse placing of the generator demands for
In this specific example tie-down angles are kept below 40°.
steel beams to be used, unless the footprints are placed on strong areas along the container sockets (side girders).
6 The balance of forces in transverse and longitudinal direction has been calculated for the most Note: Appropriate dunnage should be used under the footprints to increase friction.
worst possible stowage position, which is tweendeck of hatch no. 2 at 0.7 Lpp, under assumption of a GM
of 3.09 and a service speed of 19.4 knots. A similar balance calculation for stowage in the lower hold or
in the hatches 3 to 5 would show more favorable results.
81 82
8 "Merida-Class" vessel

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The same generator can be shipped on a "Merida-Class" vessel in a similar way. On this type of vessels the
timber shores can be replaced by stoppers welded to the tanktop. In the tweendeck of the Merida-Class
welded stoppers can also be used. If stoppers are welded to steel beams, these beams, in turn, should
be welded to the stowage area. Depending on the MSL of these stoppers, the number of lashings can be
reduced accordingly. On Merida-Class vessels the length of the steel beams should be at least 8 m in the
tweendeck to overcome the lower permissible surface load (PSL) of 3.3 t/m2 (see figure 2.2.11).

transverse longitudinal stoppers welded to

stoppers welded longitudinal beams, all beams
to hatch cover welded to the hatch cover

transverse
and
longitudinal
stoppers
welded to the
tank top

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Figure 2.3.35: Stowage and securing of generators on a Merida-Class vessel

© RICKMERS
83
2.3.6 Purchase, maintenance and sorting-out of lashing material
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1 Lashing material in the sense of this chapter includes all loose and fixed lashing equipment used
for lashing cargo units on board of vessel chartered and/or owned by Rickmers-Linie. It should be clearly
distinguished from securing equipment, e.g. bedding material, H-beams, triangular stoppers for heavy
cargo units etc..
2 Purchase of material, including one-way equipment like wire ropes, Hercules and other fiber
ropes, is coordinated by Company's Manager Marine Operations. Procurement of lashing material will be
done either on long-term basis or on demand in accordance with technical requirements set-up by this
Standard. Lashing material must comply with current industry standards, e.g. DIN EN ISO etc..
3 The Supplier shall provide delivery documents together with test certificates indicating the quality
and breaking strength of the equipment in accordance with the corresponding industrial standard. These
documents are to be kept on board for reference and returned with the material, if collected by Rickmers-
Linie at the end of a charter period.
4 Shackles, turnbuckles, D-rings, lashing chain and the 2.5 m lashing slings should be kept on
board, well maintained for re-use. It is compulsory that chartered vessels return such equipment to
Rickmers-Linie on termination of the charter and in coordination with the Company's Manager Marine
Operations. Aforementioned requirements also apply to securing equipment as well as to timber beams,
H-beams, stoppers, cramps, etc..
5 Maintenance of steel equipment should contain inspection for cracks and corrosion after use and,
in particular, after being exposed to heavy weather. Thread of shackles and turnbuckles should be greased
regularly. Wire rope slings should be conserved with wire rope grease.
6 Shackles, turnbuckles and chains should be sorted out if visibly deformed, or the diameter of
yokes, bolts or links are locally reduced by 10% or more as a result of corrosion and/or abrasion and if
visible cracks are found. Wire rope slings should be sorted out if more than ten broken single wires can
be seen over a length of 5 cm.
7 After being sorted out this material should be disposed at a scrap yard of which a receipt is
required and to be filed on board. Simultaneously, Rickmers-Linie shall be informed in order to update the
on-board stock of lashing equipment. Disposal of such material overboard is not permitted.
84
3. Assessment of Stowage and Securing Arrangements
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3.1 Responsibilities
1 Rickmers-Linie employs qualified port captains and supercargoes for planning and preparation of
shipments of project cargo. It should be noted that they act in a purely advisory capacity. Their expert opinion
shall be considered simply as pertinent assistance rendered to masters of chartered and/or owned vessels.
However – in the field of project cargo shipments – acknowledgement of their professional experiences in
lifting operations, bedding and securing is recommended and should be understood as of great value.
2 The parties concerned are advised that safe lifting, bedding and securing of heavy cargo units are
under the responsibility of the Ship's Management. The Master is by no means relieved from his liability
for safe handling, stowage and securing of cargo, as this is governed by international regulations.
3 Rickmers-Linie expects that all other Parties concerned, i.e. Masters, Chief Officers, Terminal
Personnel as well as Surveyors, will cooperate with the appointed Supercargoes trustfully and with mutual
respect. Any conflict or disagreement arising from this cooperation should be settled in due time under
consideration of Charterer's objectives.
4 Charter Parties for vessels operating under the flag of Rickmers-Linie contain a specific clause
which deals with the above-mentioned duties and obligations. The standard clause reads:
The Captain (although appointed by the Owners) shall be under the orders and directions of the Charterers
as regards employment and agency; and Charterers are to load, stow, lash, dunnage, secure, tally, unlash
and discharge and trim the cargo at their expense under the supervision and responsibility of the Captain,
who is to sign Bills of Lading for cargo as presented, in conformity with Mate's and Tally Clerk's receipts.
(see Clause 70)
5 In practice, the Master and Chief Officer will have to reach a mutual consent with the Supercargo
on the technical details of lifting, bedding and securing. This agreement should be verified by signing the
related documents, i.e. pre-stowage plan, heavy-lift arrangement including bedding/securing/lashing pattern.
Any deviation from or alteration of this agreement is subject to reconsideration and final approval in unison.
It is self-evident that this should be done under due consideration of good seamanship and observance of
applicable international rules and regulations.
3.2 Onboard planning and assessment
1 Properly secured cargo on board of oceangoing vessels is an indispensable precondition
for good seamanship, hence seaworthiness of the vessel. Therefore, safe stowage and securing of
cargo is a key shipboard operation in the light of Chapter 7 of the ISM-Code and requires proper
attention of the Master and the Officers concerned.
2 When planning stowage and securing of cargo, which is particularly vulnerable to external forces
in terms of mass, dimensions, value, unusual shape and/or to other properties, the following principles
should be preconceived:
• Consideration of the season and the area of navigation
• Consideration of the vessel's behavior to be expected (stability, motions)
• Consideration of duration of the voyage and long-term weather forecasts
• Consideration of the stowage location
• Selection of the appropriate stowage arrangement
• Distribution of load into the structure of the stowage area
• Increase of friction by using dunnage; removal of oil, grease and dust from the stowage area
• Application of direct securing arrangements (no friction securing or silly loops)
• Purchase and use of securing material and equipment with similar MSL
• Preparation of a homogeneous lashing pattern
• Shipboard supervision and surveying of actual cargo allocation
• Contact the nearest Cargo Operations Center of Rickmers-Linie
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3 Particular advice can be obtained from the CSS Code and its Annexes, in particular: 3.3 Assessment by appointed surveyors

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• Annex 1: Safe stowage and securing of containers on deck of ships which are not specially designed
1 For the assessment of securing arrangement of heavy project cargoes on vessels operated by
and fitted for the purpose of carrying containers.
Rickmers-Linie it is compulsory to apply the IMO Code of Safe Practice for Cargo Stowage and Securing
• Annex 4: Safe stowage and securing of wheel-based (rolling) cargoes. (CSS). Officially appointed and sworn marine surveyors are therefore requested to provide, in addition to the
usual survey report, a balance calculation according to the methods mentioned in the Annex 13 to the CSS.
• Annex 5: Safe stowage and securing of heavy cargo items, e.g. locomotives, transformers, etc.
2 Both IMO balance calculations distinguish clearly which securing device (lashing, timber shoring,
• Annex 13: Methods to assess efficiency of securing arrangements for non-standardized cargo.
welded stoppers etc.) serves which purpose, i.e. prevention of transverse/longitudinal sliding and trans-
4 When it comes to decision on the stowage position of a heavy cargo unit the following aspects verse tipping. It further requires to clearly determine the strength of a securing device in terms of MSL
should be observed: and CS, with the annotation that the strength of a sequence of securing elements (deck ring, shackle,
• The mass of the unit divided by the intended gross bedding area should not exceed the permissible turnbuckle, chain, wire, etc.) is equal to the strength of the weakest element.
surface load. 3 The IMO balance calculations also consider unsuitable lashing angles. These calculation schemes
• Units with trunnions should be stowed athwartships because transverse lashings can only be applied apply only a low efficiency factor for near vertical lashing, as this can still be observed on board of ships.
to the trunnions in this stowage orientation. If, for certain reasons, such units are to be stowed in a Same applies to occasional imbalance concerning securing to port and starboard, which would remain
longitudinal direction, the securing against transverse sliding should be done by means of timber shoring undetected when using other rule-of-thumb methods, e.g. the "three-times-rule".
or welded stoppers. 4 Rickmers-Linie instructs that the IMO minimum balance should be exceeded by at least 20% for
• Number, strength and suitable location of securing points in the ship should be considered in advance. heavy and vulnerable cargo units.
Upgrading may be necessary by welding additional D-rings to strong points of the vessel's structure. 5 The "balance of forces and moments" calculation should be documented using the form sheet of
• The "footprint" of a cargo unit should be considered. A suitable number of appropriate size of H-beams the Annex 4 to this Standard. If a computer program should be used to obtain the outcome of the advanced
is to be taken to spread the load of the unit over a sufficient number of frames or main girders on the calculation methods of Annex 13 to the CSS, a suitable printout can replace the form, provided it contains
tanktop, tweendeck or hatchcover panels. The required number of such beams should be checked all information necessary to comprehend the calculation.
particularly with regard to their effective length (see also chapter 2.2.13.4). 6 The alternative method as described in paragraph 7.3 of Annex 13 to the CSS allows a more
5 The minimum number of transverse lashings should be two on each side. Lashings should always precise consideration of horizontal securing angles. By doing so the CS can be taken as follows:
be evenly distributed with respect to the center of gravity. Forward and aft components of lashing forces CS = MSL / 1.35
on each side of the heavy cargo units should counteract to avoid external action on the cargo unit induced
Please refer to the "2002 Amendments" to the CSS (Annex 13), "Calculated example 2, Balances of
by the lashings when the ship is rolling. This could destabilize the lashing arrangement with damage to
forces – alternative method".
the cargo and, in the worst case, leading to loss of cargo and ship.
Paragraph 5 of Annex 13 to the CSS provides a rule-of-thumb method for lashings on each side of the
cargo based on its mass. This method, however, may require too many lashings, particularly on large vessels
with moderate stability (see also chapter 1.4.10).
6 The decision on numbers and strengths of securing devices should be based on experience with
previous shipments in the first place. However, Rickmers-Linie requires an assessment in all cases where
a stowage situation of a heavy cargo unit deviates from earlier shipments, or on shipper's request. In order
to calculate such an assessment the advanced calculation method according to Annex 13 to the CSS shall
be used and documented in the form attached as Annex 4 to this Standard. For heavy and vulnerable units
the IMO minimum balance should be exceeded by at least 20%.
7 The assessment of a bedding and securing arrangement of a heavy cargo unit – near the limits of
the load capacity of the stowage area – should include a drawing of the stowage location clearly showing
primary and secondary members as well as strong areas along the line of container fittings. For planning
and the obligatory final visual inspection a checklist is provided in Annex 2 to this Standard, leaving nothing
to chance.
8 An example of the calculated balance of forces and moments according to the Annex 13 of the
CSS is shown in Annex 3 of this Standard. This example shows clearly that the calculation method in
Annex 13 does not provide a "foolproof" method in order to determine a proper securing arrangement.
Annex 13 to the CSS should always serve only as a tool to assess a securing arrangement, which has
been planned and implemented based on principles of good seamanship and securing practice.
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Annex 1: Glossary of cargo securing terms and abbreviations Lashing sling Pre-fabricated short wire sling, re-usable, for applying lashings to a cargo
unit.
Ageing of a securing Reduction of strength and elasticity due to corrosion, abrasion or changes Lashing Capacity (LC) Strength of a lashing device as a percentage of the breaking load, equivalent
element in the molecular structure. to MSL, according to international standards for web lashings and transport
chains.
Bedding Material and/or devices to support cargo units, leveling out small differences
in height, providing friction and stability, i.e. dunnage, timber and H-beams, Maximum Securing Load Strength of a lashing device as a percentage of the Breaking Load (see also
piles, trestles, shores, cribbing or any other kind of support. (MSL) Annex 13 to the CSS Code) equivalent to LC.
Blocking Wooden or metal supports to keep cargo units in place to prevent shifting. Maximum Ultimate Load Minimum guaranteed breaking load of producer determined by sample testing,
Block timbers are commonly used to provide a foundation for heavy loads. (MUL) also known as Breaking Load (BL).
When selecting blocking as a foundation for heavy-lifts, ensure it is sound
and large enough to support the load safely. It must be free from grease Multi-unitization Stowage arrangement of similar-shaped cargo units to form larger blocks;
and thoroughly dry. primarily used to increase productivity of loading and discharging.

Block stowage Stowing a group of homogeneous cargo items destined for a specific loca- Permissible Surface Load Maximum uniformly distributed load for a stowage area, also known as
tion close together to avoid unnecessary broken stowage and cargo shifting (PSL) "Uniform Load", "Uniform Loading" or "Deck Load" given in [t/m2].
(see also "Multi-unitization"). Safety Factor Ratio between the BL and the WLL (or SWL) mainly used for lifting devices
Breaking Load (BL) Minimum guaranteed breaking load of producer, determined by sample and provisions, or between BL and LC for lashing material if LC is indicated.
testing (see also MUL). Safe Working Load (SWL) Maximum strength as a percentage of the BL to be used for lifting, also
Cross-stowage Stowage pattern of cargo stowed from side to side. known as WLL.

deka-Newton (daN) Dimension unit of force equivalent to a mass of approx. 1.02 kg (on earth). Securing arrangement Entire set of securing devices to secure a cargo unit.
(securing pattern)
Direct securing Direct transfer of forces between cargo unit and ship by means of lashings,
timber shores or welded stopper. Securing devices Appliances for securing cargo units, e.g. timber shores, block timbers,
braces, chocks, wedges, twistlocks etc..
Dunnage Any material, e.g. (timber boards, planks, blocks, rubber mats, pneumatic
pillows, etc.) placed on the bottom of the hold or deck and used to support, Securing element Single element used for securing, e.g. D-Ring, shackle, turnbuckle, etc..
protect and/or secure cargo items. Side stowage Stowage of cargo against one side of the cargo hold or bulkhead (positive
Elastic stretch Ability of a securing device to stretch under load and to maintain a locking); stowage method to be preferred.
pre-tension necessary for a steady compression of cargo units. Silly loop Loop of lashing around a cargo unit (belly lashing) with the ends in opposite
Equivalent solution Securing arrangement of equivalent strength, elastic stretch and ability to direction, no defined securing potential. Not permitted at all !
sustain pre-tension. Single stowage Stowage of a cargo unit free to all sides, e.g. stowage on deck.
Friction securing Securing by means of near vertical lashings and high pre-tension. Sustain pre-tension Ability of a securing device to maintain pre-tension through low permanent
Friction loop Loop of lashing over a cargo unit with near vertical ends on both sides with stretch, i.e. good creep properties (also known as elongation for web lashings).
the intention of providing friction securing (see fig. 2.3.6). Compacted cargo Stowage arrangement of small and medium-sized cargo units secured
Footprint Net supporting area of a cargo unit. to each other in order to form a block or layer (e.g. steel coils, palletized
goods).
Friction coefficient In technical terms there are two different friction coefficients which should
be normally applied when calculating cargo securing arrangements: Working Load limit (WLL) Maximum strength as a percentage of the BL to be used for lifting, also
• adhesive friction known as SWL.
• sliding friction coefficient
Note: In the sense of this Standard, adhesive friction does not apply. If friction is mentioned
within the context, sliding friction is meant.

Gross bedding area Area of a cargo unit in relation to the PSL, often the projected area of the
unit in top-view.
Half loop Loop of lashing around a cargo unit with both ends tightened to the same
side, providing a defined securing potential (see fig. 2.3.7/8).
Head loop Closed loop of lashing (endless sling) around the topside of a cargo unit as
securing provision for direct lashings (see fig. 2.3.9).
kilo-Newton (kN) Unit of force equivalent to a mass of approx. 102 kg (on earth).
La-Paloma sling Fancy name for an endless sling, also called "clipped grommet", with clips
at the open length.
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Abbreviations Annex 2: Checklist for the assessment of a securing arrangement

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ABS American Bureau of Shipping (Classification Society) NO. ITEM YES N/A
BL Breaking Load as per CSS, also called MUL 1. Has dunnage or other suitable material been used to achieve the best possible
friction?
CS Calculated strength of a securing device within a lashing arrangement, as
calculated in the advanced calculation method (2002 Amendments to the 2. Are location and orientation of frames, web frames, girders, strong areas near con-
CSS), usually applied to overcome an uneven distribution of forces among tainer fittings etc. well known?
the securing devices by dividing with factor 1.5 or 1.35 3. Does the footprint area cross framing, or are strong areas used?
CSM Cargo Securing Manual of the respective vessel 4. Has the surface load been kept within permissible limits, e.g. by using beams?
CSS IMO`s "Code of Safe Practice for Cargo Stowage and Securing" 5. Do the beams cross the framing and have length and size been checked?

daN deka-Newton, see definitions 6. If the gross bedding area has been extended, do the stevedores/ship's crew know
that no other cargo is permitted within this area and has this area been marked?
GL Germanischer Lloyd (German classification society)
7. While planning allocation of cargo units, has the load-bearing capacity of girders
LC Lashing Capacity, also known as MSL crossing each other been observed to avoid overlapping?
kN kilo-Newton, see definitions 8. Has the maximum bending strength of tweendeck and hatchcover panels been
considered and does the position of the cargo unit not overstress the bearing faces
m Gross mass of a cargo unit of the panel-tweendeck or panel-bulkhead structure?
MSL Maximum Securing Load, as per CSS 9. Has the permissible load on platforms or flatracks been observed?
MUL Maximum Ultimate Load, also known as BL 10. Has the lashing arrangement been checked with the rule-of-thumb method of
Annex 13 to the CSS?
n/a Not available / not applicable
11. Has the lashing and securing arrangement been checked with the advanced calcu-
PL Proof Load, also known as Test Load lation methods of Annex 13 to the CSS?
PSL Permissible Surface Load 12. Are the horizontal deviation angles of transverse lashings smaller than 30°?
SF Safety Factor 13. Are tie-down angles of transverse and longitudinal lashings kept below 60°?
SOLAS International Convention for the Safety of Life at Sea 14. Are forward and aft components of transverse devices counteracting?

SWL Safe Working Load, also known as WLL 15. Are lashings evenly distributed in respect of the center of gravity?

WLL Working Load Limit, also known as SWL 16. Do all securing devices consist of elements with same MSL (homogeneous)?
17. Is the securing arrangement homogeneous in terms of elastic stretch, angles etc.?
18. Are fiber straps or wire ropes protected against chafing at sharp corners?
19. Are wire clips attached correctly (position, distance, U-bolt at dead end) and in
sufficient numbers?
20. Are the threads of the wire clips greased and the nuts tightened sufficiently?
21. Are lever tighteners of lashing chains secured correctly?
22. Are all lashings pre-tightened well without overstressing (amount of pre-tension)?
23. Are timber shores placed properly and secured against self-loosening?
24. Are stoppers and D-rings welded properly?
25. Is the securing arrangement accessible during voyage?
26.

Identification of cargo unit: ____________________________________________________________

Place: _______________________

Date: _______________ _____________________ _____________________

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for stevedores for ship
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Annex 3: Example of a calculated balance of forces and moments 9 The force Fx must be subdivided into forward and aft direction. The force Fy will act to port and

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starboard. The force Fz is directed upward and downward. The calculated transverse force Fy includes
1 The Annex 13 to the Code of Safe Practice for Cargo Stowage and Securing (CSS), worked out by components of gravity, pitch and heave parallel to the deck. The vertical force Fz does not include the static
the IMO in the early 1990s and amended in 2002, contains two comprehensive methods for the assess- weight component. These three forces are not meant to appear simultaneously, except that Fx may come
ment of stowage and securing arrangements for non-standardized and semi-standardized cargo. They together with the Fz for the situation of heavy pitching. The calculated forces should be taken as values
should not be used for containers in a standardized system approved by a classification society. which will be valid for unrestricted areas and will usually not be exceeded, if rolling angles stay below 30°.
2 The Annex-13 methods are based on a heuristic system (evaluation of feedback) of assumption of Annex 13 gives some explanation on the character of these forces.
forces as being used in naval architecture and by classification societies. This system has been transferred 10 The Annex-13 also contains some cautions or warnings of certain conditions for which these
into an easy-to-use numerical system, as specified in the Annex 13 to the CSS. forces may be exceeded and where appropriate action of the master is required to reduce heavy motions
of the ship in a seaway. These cautions should be carefully noted and understood.
Determination of external forces to a cargo unit
3 The following example shows how the method of "balance of forces and moments" is applied to deter-
mine external forces on a cargo unit. First of all some necessary information must be collected, which are:
• Length between perpendiculars (Lpp) = 125.4 m
• Breadth moulded (B) = 20.2 m
• Metacentric height (GM) = 1.83 m
Fy
• Service speed = 16.3 kn
• Gross mass (m) of the unit to be secured = 158 t
a
• Location of stowage of the unit in: c
CS
- longitudinal direction = 0.8 Lpp
- vertical direction = on deck low
- transverse direction = n/a tipping axis
• Length, breadth and height (LxBxH) of the unit = 8.5 x 5.2 x 6.3 b
• Height of center of gravity (above tipping axis) = 4.2 m
• Dimensions of footprint area (for tipping) = 8.5 x 5.2
4 Table 2 of the Annex-13 method provides basic acceleration data in the longitudinal, transverse © RICKMERS
and vertical direction. With the above-mentioned information these three values can be taken from this table.
Since these figures are only valid for a ship of 100 m length and a speed of 15 knots, they should be multi- Figure A 3.1: Balance of forces and moments
plied with the correction factor given in Table 3. To determine this factor based on the length of 125.4 m and
a speed of 16.3 kn some interpolation is needed which finally shows a figure of 0.9 for this example. Calculated balance of forces and moments
5 The next step is to check the value of B/GM which is 20.2 / 1.83 = 11.0 in this example. Should 11 The calculation according to Annex 13, paragraph 7.2, is based on the principle of balancing the
this stability factor be smaller than 13 the transverse acceleration data must be multiplied with the corre- external forces and moments against the capacity of the securing arrangement. Following this principle a
sponding factor given in Table 4, which is 1.09 for B/GM = 11.0 and the cargo position "on deck low". The calculation will be necessary to show that the securing capacity of the lashing arrangement will withstand
values for B/GM is an indication for relative stiffness and vessels with a value of 13 and smaller should be the external forces.
regarded as "stiff".
12 To do so, some information on the securing arrangement should be compiled:
6 The basic above-mentioned data should be multiplied with the gross mass of the unit to obtain the • friction coefficient between cargo and stowage area µ = 0.3 (friction for steel-wood)
acceleration forces, presented by:
• securing elements to starboard 12 lashings, MSL = 123 kN,  = 50°, c = 6 m
Fx = 158 · 2.9 · 0.90 = 412 kN • securing elements to port 12 lashings, MSL = 123 kN,  = 50°, c = 6 m
Fy = 158 · 6.5 · 0.90 · 1.09 = 1007 kN • securing elements to the forward 4 lashings, MSL = 108 kN,  = 40°
Fz = 158 · 7.6 · 0.90 = 1080 kN • securing elements to the aft 4 lashings, MSL = 108 kN,  = 40°
7 If the cargo unit is stowed on deck or on the hatchcover panel and is not protected substantially by • lever arm of tipping a = 4.2 m (center of mass abovetipping axis)
other cargo units or superstructures against wind and green water, additional forces should be added for • lever arm of stableness b = 2.6 m (half of the footprint toport and starboard)
wind pressure and sea sloshing. These forces should be taken as 1 kN/m2 of the affected area, which is
for sea sloshing limited by a height of 2 meters. In this example, the value for Fx must be increased by: 13 It is important that the assumed MSL-values should equal the strength of the weakest element
within the securing device. The lever arms a, b, and c should be taken from a sketch drawn in a convenient
Fx wind + sea = 1 [kN] · 5.2 [m] · 6.3 [m] + 1 [kN] · 5.2 [m] · 2.0 [m] = 43 kN scale, e.g. 1 : 100 (1 drawing units equals 100 actual units).
Fy wind + sea = 1 [kN] · 8.5 [m] · 6.3 [m] + 1 [kN] · 8.5 [m] · 2.0 [m] = 71 kN
14 To compensate for uneven distribution of forces among the securing devices within a lashing
8 The total forces will then be as follows: arrangement, the MSL figure should be reduced through dividing by a factor of 1.5 to obtain the calculated
strength of a securing device (as an alternative see paragraph 7.3 to the CSS):
Fx = 412 + 43 = 455 kN
Fy = 1007 + 71 = 1078 kN CS = MSL / 1.5
Fz = 1080 kN This provides a CS = 82 kN for transverse lashings and a CS = 72 kN for the longitudinal ones.
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15 Table 6 of the Annex-13 provides correction values for a lashing force corrected for its vertical Annex 4 Form for assessment of securing arrangements

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angle and its influence on friction. In our example an f-value of 0.87 can be taken for a 50° lashing and
0.96 for a 40° lashing. The f-values are an indication of the effectiveness of the lashings.
16 The balance of transverse sliding compares the acceleration force Fy with the sum of the friction
force and the capacity of the transverse lashings to port or starboard. The friction force is calculated by
(µ · m · g) [kN]. The capacity of the lashings to port or starboard is calculated by the sum of (CS · f) of each
lashing. In this example there is a symmetrical securing arrangement to both sides, which means that the
balance needs to be done only once.

Fy ≤ friction + capacity of the lashings

1078 ≤ (0.3 · 158 · 9.81) + (12 · (82 · 0.87))
1078 ≤ 465 + 856 This is OK !

17 The balance shows that even a smaller number of lashings would be sufficient, but any reduction
should be left to the judgement of the responsible officer or master.
18 The balance of transverse tipping compares the tipping moment with the sum of the stabilizing
moment of the weight of the cargo and the righting moments of the vertical lashings. The tipping moment
is calculated by the transverse force Fy working in the center of gravity multiplied with the vertical distance
"a" to the tipping axes. The stabilizing moment of the weight of the cargo is calculated by gross weight of
the cargo multiplied by the gravity and the horizontal distance of the center of gravity to the tipping axes.
This is calculated with the following formula, if all lashings on one side are identical in CS and angle:

Fy · a ≤ ( b · m · g) + (n · (CS · c))
1078 · 4.2 ≤ (2.6 · 158 · 9.81) + (12 · (82 · 6))
4528 ≤ 4030 + 5904 This is OK !

This case is typical for most cargo units which, if secured properly against sliding, will be seldom critical in
terms of tipping. There are, however, exceptions with high units on a narrow base area like transformers,
laden road trailers or RTGs (rubber-tired gantry cranes).
19 The balance of longitudinal sliding assumes the worst case in which the weight of the unit is
reduced by the vertical force Fz, while at the same time the longitudinal force Fx is acting on the cargo unit
and may cause longitudinal sliding. This is likely to happen for cargo stowed forward of 0.7 Lpp and aft of
0.2 Lpp. The balance calculation is otherwise similar to the transverse sliding balance:

Fx ≤ friction of reduced mass + capacity of the longitudinal lashings

455 ≤ (0.3 · ((158 · 9.81) - Fz) + (4 · (72 · 0.96))
455 ≤ 141 + 276 This is NOT OK !

20 This balance proves that the securing in longitudinal direction requires some upgrading. If, how-
ever, the transverse lashings have sufficient longitudinal components – in the permissible range of hori-
zontal angles of not more than 30° - the situation may be acceptable. Again, this should be decided by the
responsible officer or master of the vessel.
21 In this example, but also in practice after loading a heavy cargo unit, any longitudinal components
Fx could be considered with the "alternative method" as provided by the Annex 13.
22 This example shows clearly that this calculation method in the Annex 13 to the CSS does not pro-
vide a foolproof method in order to determine a proper securing arrangement. It can and shall only serve
as a tool to assess a securing arrangement which has been planned and implemented according to the
principles of good seamanship and securing practice.

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