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Securing on Ships
By Bikram Singh | In: Marine Safety | Last Updated on October 7, 2017
Cargo is loaded onto a ship when she is floating steadily in the water, upright, or with a
practical trim astern. When the ship sails out to sea, it encounters external forces which
result in to six forms of motions acting on the ship. These motions are a threat
especially for those ships which require cargo lashing and securing it on the open deck
(Container ships).
To know more about forces and stability of ships read Parametric rolling in container
ships and Intact and Damage Stability of Ships.
If the storage of cargo is not secure enough then there is no escape from the behavior
of the seas and the wind once they show their rage. This in result takes a toll on the
loaded cargo, causing damage to other cargo in the vicinity or to the vessel’s structures
and fittings and even throwing the cargo overboard. Improper cargo lashing and failure
to adhere to the procedures required for cargo stowage on ships is dangerous to
property, life and environment at sea.
Credits: Danny Cornelissen/wikipedia.org
To know more about cargo container lashing and stowage on ships, read Planning
Cargo Container Stowage and how to take care of cargo on container ships?
To avoid getting into situations like these the responsible personnel on board should be
competent enough to plan and uphold safe carriage of the cargo at all times. This is
done by proper planning of container lashing and securing.
1. Severe and adverse weather conditions and lack of appreciation of the various
forces implicated– Various conditions of the Beaufort wind scale not taken into
account as the vessel encounters the worst at any given moment. Responsible
personnel looking after the carriage of the cargo sometimes fail to foresee the ship’s
characteristics and bad weather behavior
2. Lack of knowledge of relevant rules and guiding recommendations – Failure to
follow the guidelines or the regulations for cargo lashing and securing may spell
catastrophe
3. Cost control pressures – The economy downfall leads to cost cutting procedures
which in turn means less quality cargo securing work
5. Basic seamanship techniques not applied adequately for total immobility of the
cargo – Dunnage not utilized in an effective manner or for that matter taking lashing
materials around sharp edges which causes them to part or even insufficient force,
steadiness and/or number of lashings
6. Improper usage of the cargo securing gear – Wire loops and eyes made up
wrongly. Lack of knowledge in the use of bull dog grips, bottleneck screws, wire
slings/strops, etc.
4. Permanent securing points on the cargo should be used, but it must be remembered
that these securing points are intended for inland transport and may not necessarily be
suitable for securing other items onboard ships
5. Independent lashings must only be secured properly to suitable strong points of the
ships fittings and structure, preferably onto the designated lashing points
6. Cargo lashings must be taut and as short as possible for a better hold
7. If possible the multiple lashings to one item of cargo should be kept under equal
tension. The integration of different material components having different strengths and
elasticity should be completely avoided
8. Cargo lashings must be able of being checked and tightened when on a passage
9. Lashings should be enough so as to prevent the loads from moving when the ship
rolls through 30 degrees with 13 second duration
10. Tightening the cargo down to the ship will add to a great deal in securing it
completely before it shifts
3. Filling: Use of air bags, empty pallets, old tyres, etc. to fill the voids and broken
stowage between items of cargo and between cargo and ship’s structures
4. Anti skid: Flat-boards are used to increase frictional capabilities of the cargoes
5. Binding: Even out a stow with dunnage to make several units into one block. Also
stowing bags or cartons in different directions in each layer forms a self-locking slab
which is a tight stow for shifting cargoes
(a) Loads are completely contained by the slings (e.g. Bags in nets)
(c) Ropes or wire slings must be completely wrapped around the loads – no loads
should be left resting in loose bights of the line
(d) When using specialized components, they must be properly attached to the cargo,
and the manufacturer’s instructions should be followed
4. The loads must be slung so that they will not collapse or change form when they are
lifted
5. The load must not damage the sling, possibly causing the slings to part. Use stuffing
or padding at susceptible points or sharp edges
7. All lifting parts should have their pivoting points as near to the vertical as possible for
a clean lift by the crane
CARGO SECURING - DIFFERENT METHODS
Securing of cargo can be made by any or in a combination of the following methods:
Blocking
Examples of blocking: front wall, wedges, dunnage bags, chocks and beams.
Lashings
Examples of lashings are web lashings, loadbinders with chain and fixed winches. The equipment
can be used in different applications e.g. top-over lashings (friction lashing), direct lashings and
loop lashings.
Locking
Means that the cargo is mechanically locked to the load bearer. One example is twistlock for
containers.
The tensioning force for the current lashing can be found on the marking (label) of the lashing and is
called STF. When using the lashing as a direct lashing or a loop-lashing the strength in straight pull is
used. When doing so the LC, or Lashing Capacity, is used.
Chain lashings
A chain lashing is used in the same way as a web lashing with the distinction that it is more commonly
used as a direct lashing. With a chain lashing in G80 or G100 much higher values for LC and STF are
reached.
Fixed winches
Fixed winches are often mounted on the outside of the load bearer. The can be of a simple configuration
with a slotted axis, tensioning device and locking or a little bit more advanced being encapsulated
containing a web storage. They can be bolted or welded in place.
Since May 2001, lashing equipment, with few exceptions *, has been manufactured in accordance with
EN-12195 ** in all EU countries. Since May 20, 2018, the European Directive 2014/47 / EC states that the
equipment shall fulfill a number of listed standards or otherwise be certified, including EN 12195 **. The
Swedish regulations contain this directive in the TSFS 2017: 25
* e.g.a lashing on board a ship can be marked and constructed in a different way.
** EN 12195-2 for synthetic lashings, EN 12195-3 for chain lashings.
Permanente link
Cargo carried in containers, road vehicles, shipborne barges, railway wagons and other
cargo transport units should be packed and secured within these units so as to prevent,
throughout the voyage, damage or hazard to the ship, to the persons on board and to the
marine environment.
Permanente link
2.2.1 It is of utmost importance that the master takes great care in planning and supervising
the stowage and securing of cargoes in order to prevent cargo sliding, tipping, racking,
collapsing, etc.
2.2.2 The cargo should be distributed so as to ensure that the stability of the ship
throughout the entire voyage remains within acceptable limits so that the hazards of
excessive accelerations are reduced as far as practicable.
2.2.3 Cargo distribution should be such that the structural strength of the ship is not
adversely affected.
Permanente link
2.3.1 Particular care should be taken to distribute forces as evenly as practicable between the
cargo securing devices. If this is not feasible, the arrangements should be upgraded
accordingly.
2.3.2 If, due to the complex structure of a securing arrangement or other circumstances, the
person in charge is unable to assess the suitability of the arrangement from experience and
knowledge of good seamanship, the arrangement should be verified by using an acceptable
calculation method.
Permanente link
02.04 Residual strength after wear and tear
Ingangsdatum: 01-07-1996
Cargo securing arrangements and equipment should have sufficient residual strength to
allow for normal wear and tear during their lifetime.
Permanente link
Where friction between the cargo and the ship's deck or structure or between cargo
transport units is insufficient to avoid the risk of sliding, suitable material such as soft
boards or dunnage should be used to increase friction.
Permanente link
2.6.1 The principal means of preventing the improper stowage and securing of cargoes is
through proper supervision of the loading operation and inspections of the stow.
2.6.2 As far as practicable, cargo spaces should be regularly inspected throughout the
voyage to ensure that the cargo, vehicles and cargo transport units remain safely secured.
Permanente link
The atmosphere in any enclosed space may be incapable of supporting human life through
lack of oxygen or it may contain flammable or toxic gases. The master should ensure that it
is safe to enter any enclosed space.
Permanente link
Having evaluated the risk of cargo-shifting, taking into account the criteria set out in 1.5, the
master should ensure, prior to loading of any cargo, cargo transport unit or vehicle that:
.1 the deck area for their stowage is, as far as practicable, clean, dry and free from oil and
grease;
.2 the cargo, cargo transport unit or vehicle, appears to be in suitable condition for
transport, and can be effectively secured;
.3 all necessary cargo securing equipment is on board and in good working condition; and
.4 cargo in or on cargo transport units and vehicles is, to the extent practicable, properly
stowed and secured on to the unit or vehicle.
Permanente link
2.9.1 Where there is reason to suspect that a container or vehicle into which dangerous
goods have been packed or loaded is not in compliance with the provisions of regulation
VII/5.2 or 5.3 of SOLAS 1974, as amended, or with the provisions of section 12 or 17, as
appropriate, of the General Introduction to the IMDG Code, or where a container packing
certificate/vehicle packing declaration is not available, the unit should not be accepted for
shipment.
2.9.2 Where practicable and feasible, road vehicles should be provided with a cargo stowage
and securing declaration, stating that the cargo on the road vehicle has been properly
stowed and secured for the intended sea voyage, taking into account the IMO/ILO
guidelines for packing cargo in freight containers or vehicles. An example of such a
declaration is given hereunder. The vehicle packing declaration, recommended by the IMDG
Code (see 2.9.1), may beacceptable for this purpose.
Example
I hereby declare that the cargo on the above-mentioned vehicle has been properly stowed and
secured for transport by sea, by taking into account the IMO/ILO Guidelines for Packing Cargo
in Freight Containers or Vehicles.
Permanente link
Permanente link
Cargo handling procedure for general cargo
ship
The Chief Officer is responsible for the safe handling, loading and
discharge of the ship’s cargo, and to achieve this safely and
satisfactorily he would carry out the following activities and duties:
7. The Ships Mate would monitor the draught and ensure that the
Loadline regulations are not infringed causing the marks to be
submerged below the summer loadline. He/she would order the
density of dock water to be obtained and take into account the Dock
Water Allowance.
10. His/her duties include the despatch of all the relevant cargo
documentation including the cargo plan to the company agents prior
to sailing departure.
Securing equipment will vary depending on the type of ship but is likely to
include; Twistlocks, Lashing bars, Turnbuckles, Extension hooks, Stacking
cones (single and double), Twist Stackers, Lashing D rings & Shoes/Sockets
for base twistlocks
Design
Details of the securing system and its constraints are set out in the vessel’s
approved Cargo/Container Securing Manual. In the event of any
amendments, re-approval will be required Securing systems take into
account the various forces triggered by violent motion during adverse
weather, including those caused by the six degrees of freedom. Within these
limits, each item of equipment is designed to function within its
predetermined safe working load.
It is often thought that by keeping the total stack weight within prescribed
limits, the securing system will not be overloaded. This is not necessarily the
case, particularly when containers are loaded on deck. It is important to
recognize that the total stack weight limit is merely the weight that can be
supported safely by the deck or hatch cover, as applicable.
The calculations are based on the ship being upright in calm conditions (i.e.
in port) and take account of the static weight of the stack due to gravity.
The figures also take into consideration the anticipated dynamic stack loads
acting on the deck or hatch covers in adverse weather due to the various
ship motions described earlier.
However, stack weight limits do not ensure that the dynamic loads acting on
the container securing system will remain within the margins of safety
during heavy weather. Loading the cargo so that each stack does not exceed
its total permissible weight is relatively easy to achieve. It is far more
difficult to optimize the stack in terms of weight distribution, port rotation
and estimated forces, ensuring that at all times the safe working load of the
securing equipment is not surpassed.
The higher the GM, the greater is the righting moment when the ship is
rolling. Consequently, the transverse acceleration forces acting on a
container deck cargo and the securing system intensify with any rise in GM.
Such forces are at their highest at the extremity of each roll. It is always
important to consider the effect of GM on the securing system when
estimating the forces, bearing in mind that GM may not remain constant
throughout the voyage.
For reliability and accuracy, many vessels are now equipped with a container
securing software package. There are several programs of this type on the
market, most of which are designed to interface with cargo management or
loading computer software.
Securing programs will calculate the applicable forces for any given stowage
plan, comparing the data with the safe working criteria as specified by class.
The effect of wind strength on the outboard stacks is also taken into
account, allowing the corresponding load on the securing system to be
adjusted accordingly. Most programs will warn if any securing components
or individual container frames are likely to be overloaded, and the result of
applying additional lashings can be shown. Inspection, Inventory and
Maintenance The type of securing equipment used on board depends on the
ship’s design, capacity and trade. Accurate records regarding the quantity,
location, inspection, maintenance, repair and replacement of such equipment
should always be kept.
Ensure that the amount of securing equipment and lashing material retained
on board is sufficient to properly secure the maximum number of containers
to be carried. There should also be an adequate safe margin of spares and
replacements.
Lubricate turnbuckles and twistlocks frequently. The spring which holds the
twistlock in the closed position should be examined regularly as it may
become less effective over time, causing the device to unlock if the ship or
stow begins to flex on passage.
Examine all fixed fittings (e.g. container sockets, elephant’s feet, dovetail
connections) routinely for signs of wastage, cracks, distortion and/or general
deterioration, including base plates where applicable. Particular care should
be paid to the condition of D rings, mindful that wastage of the main shaft
may be concealed by the retaining sleeve.