AAL StevedoringManual2004

Austral Asia Line
Project Asia Service
Stevedoring Manual
for lifting, bedding and securing of project cargo
AAL / PAS
prepared by
Prof. Capt. Hermann Kaps
2004
Page 1 of 52
Austral Asia Line

Stevedoring Manual
for lifting, bedding and securing of project cargo
Contents
1.
Assessment of lifting arrangements ................................................................................................................ 3

1.1
Checking the slinging height ................................................................................................................... 3
1.2
Strength of lifting arrangement ............................................................................................................... 4
1.3
Asymmetric lifting with two cranes ........................................................................................................ 6
2. Planning the bedding arrangement .................................................................................................................. 8
2.1
Definitions and principles ....................................................................................................................... 8
2.2
Determination of the gross bedding area ................................................................................................. 9
2.3
Use of timber and steel beams............................................................................................................... 11
2.4
Practical aspects .................................................................................................................................... 13
3. Assembly and strength of securing devices .................................................................................................. 15
3.1
Terms and definitions ............................................................................................................................ 15
3.2
Assembly of lashings ............................................................................................................................ 16
3.3
Construction of timber shores ............................................................................................................... 19
3.4
Welding of stoppers and D-rings .......................................................................................................... 21
3.5
Overview on the strength of securing material...................................................................................... 23
4. Principles of securing project cargo units ..................................................................................................... 24
4.1
Forces acting on cargo units .................................................................................................................. 24
4.2
Principles of cargo securing .................................................................................................................. 26
4.3
Securing against sliding and tipping ..................................................................................................... 26
4.4
Application of loop lashings ................................................................................................................. 28
5. Typical securing arrangements...................................................................................................................... 30
5.1
Generators in longitudinal stowage ....................................................................................................... 30
5.2
Generators in transverse stowage .......................................................................................................... 31
5.3
Soft surface column in longitudinal stowage ........................................................................................ 33
5.4
Steel crate in single stowage arrangement............................................................................................. 34
5.5
Wooden heavy lift case in single stowage arrangement ........................................................................ 35
5.6
Water craft in longitudinal stowage ...................................................................................................... 36
5.7
Heavy steel construction ....................................................................................................................... 37
5.8
Heavy vehicle ........................................................................................................................................ 38
5.9
Cargo block in side stowage arrangement ............................................................................................. 39
5.10 Large pipes on deck .............................................................................................................................. 39
5.11 Front head securing of a cross-stowage arrangement ............................................................................ 40
5.12 Compacting of steel coils according to industry standards ................................................................... 41
Annex 1:
Assessment calculations ................................................................................................................... 42
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1.
Assessment of lifting arrangements
1.1
Checking the slinging height
The slinging height is the vertical distance from the bottom of a cargo unit to the top end of
the slinging arrangement that is fastened to the cargo hook or the lifting tackle block.
Figure 1.1: Definition of slinging height
Hatch coaming or hatch top
Figure 1.2: Definition of hoisting distance
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The hoisting distance is the maximum vertical distance from the top of the hatch cover or
hatch coaming to the lower end of the cargo hook or lifting tackle in the uppermost position.
The hoisting distance varies with the topping position of the crane boom, depending on the
envisaged stowage position of the cargo unit.
The slinging height must be less than the hoisting distance with a good margin. This must be
checked with the Chief Mate of the vessel.
1.2
Strength of lifting arrangement
When using four independent wire slings for lifting, they must have a precise length for sharing the load equally. If one of those slings is just a few centimetres too long, it will take no
load and also the opposite sling may fall slack, so that the cargo unit is actually lifted by two
slings only.
Figure 1.3: Critical lifting with four independent slings

A better solution for this situation would be to use two independent slings at one end and one
double length sling on the other end as a "loop over the hook". In his way the load would be
shared perfectly evenly to all four parts (see Figure 1.4).
"Loop over the hook" slings should not be used on both ends of the cargo unit in order to
avoid the risk of tilting. Lifting with two "loop under the bottom" slings will usually guarantee an equal distribution of the load to all four parts (see Figure 1.5).
Note: Grease the arms of the hook slightly for providing a smooth settling of the slings.
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Figure 1.4: Even load distribution with one "loop over the hook" sling
Figure 1.5: Lifting with two "loop under the bottom" slings; angle
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An angle , the deviation of the free loaded part of a sling from the vertical direction, should
not exceed 40 under normal conditions. The actual load in each sling, when lifting a unit of
m tonnes, will be increased with the angle :
m 1
L=
[t]
Example: m = 80 t; = 30; Load in each sling L = 20 1.15 = 23 t
4 cos
Table 1.1: Values of 1 / cos
1 / cos
10
1.02
20
1.06
30
1.15
40
1.31
50
1.56
60
2.00
Note: The specified SWL of each sling, shackle, lifting eye or trunnion must be at least equal
to the calculated figure of L.
Figure 1.6: Lifting with two "loop under the bottom" slings with traverse
Running straps are a favourite slinging method for light cargo. But it is dangerous to use running slings for heavy lift units. The wire will cut in the bend during tightening.
Figure 1.7: Never use running slings for heavy lift units
1.3
Asymmetric lifting with two cranes
Asymmetric lifting arrangements require a careful assessment of shared loads, both in the
slings and in the crane tackles. The arrangement shown in Figure 1.8 contains the main variables with regard to the position of the centres of gravity of cargo unit and traverse.
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D1
f1
f2
g1
D2
g2
L1
e1
e2
L2
Figure 1.8: Asymmetric lifting with traverse and two lifting tackles
The load in the slings depends on their distances to the centre of gravity of the unit e1 and e2.
L1
e2
P
e1 e 2
L2
and
e1
P
e1 e 2
The load in the lifting tackles must also take the mass of the traverse into account.
D1
g2
f2
P
T
g1 g 2
f1 f 2
and
D2
g1
f1
P
T
g1 g 2
f1 f 2
Example: Mass of cargo unit P = 160 t; mass of traverse T = 20 t; e1 = 8 m; e2 = 12 m; f1 =

4.5 m; f2 = 3.5 m; g1 = 3.5 m; g2 = 4.5 m.
L1
12
160 96 t
8 12
D1
3.5
4.5
160
20 98.75 t
4.5 3.5
4.5 3.5
L2
8
160 64 t
8 12
D1
4.5
3.5
160
20 81.25 t
4.5 3.5
4.5 3.5
The example shows that the load distribution in the slings can be quite different from the load
distribution in the lifting tackles.
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2.
Planning the bedding arrangement
2.1
Definitions and principles
Permissible surface load (PSL) is the maximum allowed tonnage that may be loaded on one
square metre of the particular cargo space. Information on PSL of lower holds, tween decks
and hatch covers are found in the ships documents.
Maximum design load of a cargo space is an assumed even load that is obtained by multiplying the area of that space with the applicable PSL. Example: A tween deck of 10 x 24 m with
a PSL of 4.2 t/m2 can be loaded with maximum 10 x 24 x 4.2 = 1008 t. This figure must be
checked if assigning cargo to a particular cargo space.
Structural girders under a cargo space are the dominant girders, which transfer the load to
vertical structures like ships sides, internal bulkheads or hatch coamings. The length of these
girders is marked with "r" in this document.
Section modulus (W) of a timber beam or steel beam is a figure describing the resistance
against bending. It is generally measured in cm3. For steel beams the section modulus can be
obtained from manufacturers tables. Table 2.1 shows the section modulus for timber beams.
Table 2.1: Section modules of square timber beams

Cross-section
Section modulus
10 x 10 cm
150 cm3
15 x 15 cm
550 cm3
20 x 20 cm
1300 cm3
25 x 25 cm
2550 cm3
Footprint of a cargo unit is the actual bottom surface on which the unit rests when loaded
into a vessel. The footprint may consist of two or more stripes of beams fitted under the unit
or of the small contact spots of the wheels of a vehicle.
Net bedding area (NBA) of a single cargo unit is the area under the unit that contains the
footprints. It is important that the footprints can effectively transfer the load to the structural
girders of the stowage area. With footprints parallel to the structural girders, additional beams
should be used to transfer the load. This is illustrated in Figures 2.1 to 2.3.
Gross bedding area (GBA) of a single cargo unit is the extended area under and around a
heavy unit, if the PSL of the net bedding area is exceeded. The determination of the GBA is
explained in chapter 2.2. Other cargo must not be loaded into the GBA of a heavy cargo unit.
Cargo unit
Structural girders
Net bedding area
Footprints
Figure 2.1: Net bedding area with footprints crossing structural girders
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Cargo unit
Footprints
NBA's
Structural girders
Figure 2.2: Net bedding areas with footprint parallel to structural girders
Net bedding area

Cargo unit
Footprints
Structural girders
Beams crossing the girders
Figure 2.3: Net bedding area with additional beams for crossing the structural girders
2.2
Determination of the gross bedding area
First determine the net bedding area by calculating NBA (see Figures 2.1, 2.2 and 2.3).
If NBA is equal or greater than mass/PSL, then GBA = NBA. This applies generally to stowage in the lower hold. If mass/PSL is greater than NBA, then there are two options for providing a suitable GBA:
Option 1: Expand the bedding area across the structural girders to both sides, using timber or
steel beams to spread the load, until GBA = mass/PSL (see Figure 2.4).
Option 2: Expand the bedding area in direction of the structural girders to both sides, without
using timber or steel beams, until GBA = 2 mass/PSL NBA (see Figure 2.5).
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Cargo unit
Gross bedding
area
Footprints
Beams for load spreading
Figure 2.4: Gross bedding area by occupying further structural girders (Option 1)
Cargo unit
Mass / PSL
GBA
Footprints
Figure 2.5: Gross bedding area by unused space on structural girders (Option 2)
Large and heavy cargo units being loaded into a tween deck may need a GBA of the full
width of the cargo space. In this case GBA shall be calculated by either of the two following
formulae, depending on the type of bedding:
GBA
mass
s
2 (see Figure 2.6)
PSL
r
or
GBA
mass
s
2 2 (see Figure 2.7)
PSL
r
The formula to the right provides a smaller GBA due to the favourable load spreading on two
stripes, where the unit itself acts as a beam. GBA shall however never be taken less than
mass/PSL. The longitudinal extent of GBA can simply obtained by dividing GBA / r.
Example: Mass m = 200 t; width r of space = 10 m; PSL = 4 t/m2; s = 4 m with even load.
GBA
120
4
2 30 2 0.4 48 m2; length of GBA = 48 / 10 = 4.8 m.
4
10
Less space is needed with the load bridging the distance s:

GBA
120
4
2 2 30 2 0.8 36 m2; length of GBA = 36 / 10 = 3.6 m.
4
10
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Cargo unit 120 t
Gross bedding area
s
r
Figure 2.6: GBA
mass
s
2 with even load over distance s
PSL
r
Cargo unit 120 t
Gross bedding area
s
r
Figure 2.7: GBA
2.3
mass
s
2 2 with load bridging the distance s
PSL
r
Use of timber and steel beams
The purpose of timber or steel beams for bedding of heavy cargo units is to spread the load
over a greater area and a greater number of structural girders in order to obtain the necessary
GBA. The strength and number of beams must be sufficient. Four principal situations can be
distinguished:
Situation 1: Even load from top and even support from bottom.
Number of required beams n =
m g ( r s)
8W
for timber beams.
m g ( r s)
120 W
for steel beams.
m = mass of unit in tonnes; g = gravity acceleration 9.81 m/s2; W = section modulus of

beams; r = length of beams in cm; s = loaded length of beams in cm.
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m
s
Figure 2.8: Beams with even load from top and even support from bottom
Situation 2: Point load from top and even support from bottom.
m g ( r s)
8W
for timber beams.
m g ( r s)
120 W
for steel beams.

m
s
r
Figure 2.9: Beams with point load from top and even support from bottom
It should be noted in this case that the number of beams is as in situation 1 but the beams have
only half the length or less. That is a considerable commercial advantage.
Situation 3: Even load from top and point support from bottom.
m g ( 2 r s)
8 W
for timber beams.
m g ( 2 r s)
120 W
for steel beams.

This situation is typical for bridging the weak area between container sockets with steel
beams on weather deck hatch covers. Timber beams are generally not suitable for this purpose.
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m
s
r
Figure 2.10: Beams with even load from top and point support from bottom
Situation 4: Point load from top and point support from bottom.
m g ( 2 r 2 s)
for timber beams.
8 W
m g ( 2 r 2 s)
for steel beams.
120 W

This situation is typical for bridging the weak area between container sockets with steel
beams on weather deck hatch covers. Bridging the beams by the cargo unit reduces the number of beams considerably.
m
s
r
Figure 2.11: Beams with point load from top and point support from bottom
2.4
Practical aspects
Friction: For providing good friction, steel beams should always be placed on a layer of timber dunnage. Dunnage should also be used between steel beams and the bottom of the cargo
unit, unless the unit has a timber-sheathed bottom. Instead of timber dunnage, solid rubber
mats can be used, profitably cut of used conveyor belts.
Twin beams: While crossing transverse structural girders in the ship, timber or steel beams
will be laid in the longitudinal direction and can therefore tip or roll under severe transverse
loads at sea. It is therefore advisable to use beams by pairs as so-called "twin beams". Twin
beams of timber should be connected by iron cramps while twin beams of steel should be spot
welded together.
Effective length of beams: The effective length of beams is limited due to their tendency to
bending. The diagram in Figure 2.13 indicates the maximum effective length r depending on
their loaded length s.
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Rubber mats
Figure 2.12: Twin beams of steel or timber

15
Steel beam 30 x 30 cm
Maximum effective length of beam r [m]
14
13
12
11
10
9
8
Conifer timber 20 x 20 cm
7
6
5
4
3
s
2
1
0
0
10
11
Loaded length of beam s [m]
Figure 2.13: Maximum effective length of beams depending on their loaded length
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3.
Assembly and strength of securing devices
3.1
Terms and definitions
Kilo Newton (kN) is the suitable unit of force under the SI-System for securing considerations, e.g. for the description of external forces to cargo units or the strength of securing devices. It replaces the traditional tonne or kilogram, which should be used for the mass only.
The force of 1 kN corresponds to about 0.1 tonne or 100 kg, taken as weight in the old fashion.
Securing element is a single piece of securing equipment like a deck ring, shackle, turn buckle, chain, wire, wire clip or securing point on the cargo unit.
Securing device is a suitable combination of securing elements forming a lashing or a shore.
A homogeneous securing device consists of elements having the same values of MSL. This
definition is based on the "weakest link" principle of the strength of a chain. Any stronger
elements in a securing device than the weakest one do not improve its capacity and mean a
waste of material.
Securing arrangement is a suitable composition of securing devices. A homogeneous securing arrangement consists of securing devices of suitably adapted strength and geometrical
configuration to achieve, that in case of an extreme external load all the devices carry their
share but are not loaded beyond their MSL.
Breaking Load (BL) or breaking strength, measured in kN, should be supplied by the chandler or manufacturer. It is the nominal force at which a securing element will break. For some
securing materials rules of thumb are available for obtaining the BL.
Maximum Securing Load (MSL) in kN means the maximum acceptable force in a securing
element for securing purposes. It is comparable to Safe Working Load (SWL) for cargo lifting
gear, but has a lesser safety factor against the breaking load than factors used for lifting gear.
The table below shows the MSL as a percentage of the breaking load. This table corresponds
to the Annex 13 of the CSS-Code of the International Maritime Organisation (IMO).
Calculation Strength (CS) in kN means MSL reduced by a factor of safety. Figures of CS
for securing devices are only used in balance calculations according to the Annex 13 to the
CSS-Code. The main reason for this reduction of MSL is the possibility of uneven distribution of forces in securing devices within a securing arrangement.
CS = MSL / 1.5 for the standard method,
CS = MSL / 1.35 for the alternative method.
Table 3.1: MSL of securing material

Material
shackles, rings, deck eyes, turnbuckles of mild steel
fibre ropes
web lashing
wire rope (single use)
wire rope (re-useable)
steel band (single use)
chains of high tensile steel
timber
Page 15 of 52
MSL
50% of breaking strength
0.3 kN per cm2 normal to the grain
Austral Asia Line

3.2
Assembly of lashings
Lashings made of fibre rope, fibre straps or steel band should not be used to secure heavy
project cargo units to the ship. These lashings can however be used to assemble and compact
small items of cargo within stowage blocks.
Steel bands are particularly useful to compact steel coils loaded in the lower hold in a crossstowage pattern.
For securing of heavy project cargo units to the ship, only wire rope lashings and chain lashings or a serial combination of wire and chain should be used with an MSL of at least 80 kN.
Wire rope lashings
Mainly two types of wire should be used with regard to cost and ease of handling. These are
the flexible constructions of six strands with one or seven fibre cores.
If not otherwise specified by the manufacturer or supplier, as a rule of thumb for the breaking
load, BL = 25 d d [kN] for the flexible type with 7 fibre cores, while BL = 50 d d [kN]
for the stiffer type with 1 fibre core. The diameter d must be measured in cm.
d
6 x 19 + 1 FC
BL = 50 x d x d
6 x 12 + 7 FC
BL = 25 x d x d
Figure 3.1: Suitable wire ropes for lashing purposes

There are many ways to assemble a wire rope lashing in terms of forming an eye or loop or
just to connect two wire ropes. A common mistake is to attach the wire clips in the open
length of the wire lashing without using a bend in between. A bend at the clipped length provides friction and thus a much better holding capacity. The following three types of wire lashings have proved as reliable options.
Double wire in bend

Large bend diameter
Figure 3.2: Type A wire lashing

Type A is the favourite lashing type. It can be assembled and tightened in a convenient working position. The strength of shackle and turnbuckle should be consistent with the strength of
the double wire.
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Double wire in bend

Large bend diameter
Figure 3.3: Type B wire lashing

Type B wire lashing should be used, if only turnbuckles of less strength are available. A good
pre-tightening before setting the wire clips is necessary because the turnbuckle has to pick up
the slack of both parts of the wire.
Double wire in bend
Figure 3.4: Type C wire lashing

Type C wire lashing must be used with a stronger wire than in type A. It is the preferable type
for long lashings and for half loop lashings, which run over a unit and come back to the same
side.
Strength reduction in narrow bends
Wire rope loses strength in a narrow bend. This loss is shown in Table 3.2 and in Figure 3.5.
However, this loss does not come into play if the wire is doubled in the bend (see Figure 3.4).
Table 3.2: Strength reduction of wire rope in a narrow bend
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
ratio b/d
50% 65% 72% 77% 81% 85% 89% 93% 96% 99%
rope steady in the bend
rope slipping in the bend 25% 50% 60% 65% 70% 75% 79% 83% 87% 90%
Example:
b/d = 2.0
Total MSL of the double wire

is 2 x 0.77 = 1.54 x MSL of
the single wire if steady in
the bend
Figure 3.5: Strength reduction of a wire rope in a bend

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The correct assembly of a wire rope lashing must take into account:
Wire rope clips should fit to the rope diameter,

U-bolt of clip should be attached to the dead end of the wire,
Number of clips should be at least as shown in Figure 3.2 to 3.4,
Nuts of clips must be greased before tightening them,
Distance between clips should be about 6-times wire diameter,
Dead ends must be secured against tangling open.
The overall MSL of a wire rope lashing is the least MSL of the elements: wire rope, shackle,
turnbuckle, deck ring and the fitting on the cargo unit.
Turnbuckles and shackles
Turnbuckles made of mild steel are available in various sizes and shapes. Turnbuckles fitted
with hooks should not be used for securing heavy units unless they have a specified strength
and are made of high tensile steel. For mild steel turnbuckles without strength information,
BL = 20 d d [kN] with d measured in cm.
1
Collar
Mild steel
d
High tensile steel
Figure 3.6: (1) Hamburger turnbuckle, (2) Chinese turnbuckle,

(3) Mild steel shackle with collar, (4) High tensile steel chain turnbuckle
For shackles of mild steel without strength information, BL = 20 d d [kN] with the bolt
diameter d measured in cm. Only shackles with a collar should be used.
Chain lashings
There are different types of chains available for securing heavy cargo. The most suitable in
terms of strength is the long link chain of 13 mm steel with a BL of about 200 kN.
Figure 3.7: Long link chain with lever tightener

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Combination of chain and wire
The combination of chain and wire provides a strong, easy to assemble and yet moderately
elastic lashing. For tightening a suitable turnbuckle should be used.
Figure 3.8: Combined chain and wire lashing with turnbuckle

3.3
Construction of timber shores
Timber shoring arrangements for securing heavy cargo units must be solid constructions,
which do not disassemble in a slack condition. All elements must be well connected to each
other by strong nails or cramps. The pressure transferred from the cargo unit to the ship's
structure must be distributed to structural girders by means of cross beams. Shores must be
tightly fitted in and positioned on benches. Crossbeams must overlap the shores on each end.
Longitudinal
crossbeams
Benches
Uprights
Figure 3.9: Preparing cross beams and benches for shoring a cargo unit
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Shores
Shores
Figure 3.10: Shores put in place
Diagonal
braces
Figure 3.11: Shores fixed by diagonal braces
Crossbeam
Overlap of
crossbeam
Shores
Overlap of
crossbeam
Crossbeam
Figure 3.12: Overlapping of cross-beams

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3.4
Welding of stoppers and D-rings
Welding in a ship's cargo hold bears the risk of fire and can also be a threat to the ship's structural integrity. Additionally, welding on structures made of high tensile steel may fall under
the special supervision of the competent classification society.
However, welding of stoppers onto a bedding construction of steel beams will avoid interference with ship's structures. These stoppers will be a valuable contribution to the securing of a
large cargo unit against transverse sliding. Figure 3.13 shows a bedding construction of two
longitudinal twin beams, which are braced to the sides of the cargo space by steel shores.
Stoppers are welded to these steel shores.
Twin beams
Stoppers
Crossbeam
Steel shores
Figure 3.13: Stoppers welded to a steel beam bedding construction
Figure 3.14: Sectional drawing of welded stoppers on transverse steel shores

b
MSL= 20 Q1 b/h [kN]
Q1
Figure 3.15: MSL of vertical stopper

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The MSL of a welded seam can be taken as 10 kN per cm2 against shearing forces and 20 kN
per cm2 against tensile forces. A single weld leg will provide 0.4 cm width.
A vertical stopper has to bear a tipping moment. Therefore the MSL depends on the tensile
strength of the welded seam on the loaded side. MSL 20 Q 1 b h [kN] with Q1 = crosssection of welded seam on the loaded side. This result must however be checked with the
shearing strength of the overall cross-section of all welded seams Q. This applies generally to
a horizontal stopper, where MSL = 10 Q [kN].
Faceplate
MSL= 10 Q [kN]
Q
Figure 3.16: MSL of horizontal stopper

If it appears necessary to have additional D-rings attached in the ship, any welding work must
be performed under strict fire protection measures following the hot work procedures established in the company's Safety Management System. An approved professional welder must
carry out welding and subsequent stress equalisation must be to the satisfaction of the class
surveyor. The cross-section of welded seams must amply exceed that of the ring material.
2
1
d
Full penetration weld
Figure 3.17: (1) Mild steel deck ring, (2) Mild steel eye plate,
(3) Mild steel D-ring, (4) High tensile steel D-ring
BL of mild steel fittings is 20 d d [kN] with d measured in cm; BL of high tensile steel Drings should be given in manufacturers documents.
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Another suitable option is the use of portable D-rings of specified strength, which can be inserted into ISO sockets for container fittings. Figure 3.18 shows such a D-ring with a BL =
353 kN as supplied by German Lashing.
Figure 3.18: Lockable D-ring as supplied by German Lashing Ltd

3.5
Overview on the strength of securing material
The overview below shows securing material that is commonly used for securing break bulk
and project cargo. The rules of thumb for obtaining the breaking load BL should only be used
if no reliable information on BL is supplied by the manufacturer or chandler.
The diameter d in these rules of thumb must be measured in cm. Then BL is obtained in kN.
Note: One kN equals about 0.1 tonne or 100 kg in the old fashioned system.
Material / Elements
Polypropylene rope
Polyester rope
Fibre belts
Wire rope of 6 19 + 1 FC or
6 37 + 1 FC
Wire rope of 6 12 + 7 FC or
similar
Shackles of mild steel
Turnbuckles of mild steel
Deck rings of mild steel
Elements of high tensile steel
Chains of high tensile steel
Conifer timber shores
Welded seams
Steel band
BL [kN]
12 d d
15 d d
Document
50 d d
MSL [kN]
33% of BL
33% of BL
50% of BL
70 % of BL
30 % of BL
70 % of BL
25 d d
30 % of BL
50% of BL
20 d d
50% of BL
20 d d
50% of BL
20 d d
Document 50% of BL
Document 50% of BL
0.3 kN/cm2
10 kN/cm2
20 kN/cm2
Document 70% of BL
Remarks
Turn sticks for tightening must be
secured against re-winding
Knots are prohibited
one way use1
re-usable material
one way use1
re-usable material
normal (vertical) to the grain

against shearing force
against tensile force
Not to be used for project cargo
The IMO CSS-Code allows 80% of BL for one-way used wire ropes. The author of this paper recommends
70% for securing of project cargo.
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4.
Principles of securing project cargo units
4.1
Forces acting on cargo units
Forces acting on cargo units on sea-going vessels are resulting from three main sources:
Gravity forces with their components in the transverse and longitudinal direction of the
ship's co-ordinate system due to rolling or pitching.
Inertia forces on cargo units due to accelerations within the motions of the ship being the
physical reference system for the cargo.
Impact forces result from the impact of wind or heavy water spray on cargo units stowed
on deck.
Forces from the above sources act as a combined vector within a three dimensional coordinate system of the ship. This vector varies permanently. For ease of comprehension and
valuation, the three components of this vector are considered separately. The three components are:
Fx = longitudinal force,
Fy = transverse force,
Fz = vertical force.
Although ships tend either to roll heavily or to pitch heavily there can be simultaneous motions in both ways. Therefore, peak values of forces in the transverse direction may appear in
combination with up to 60% of peak values in the longitudinal and the vertical direction and
vice versa. However, peak values in the longitudinal direction and in the vertical direction
may appear together with 100% each, because of their common sources of pitching and heaving motions.
The magnitude of forces to be expected during a voyage depends on a number of circumstances and parameters. These are explained as follows:
Weather, wind and sea conditions cannot easily be predicted over a period of more than a
couple of days although some certainty may be given through the knowledge of typical conditions in distinguished areas and during certain seasons of the year.
Duration of the voyage has an influence on the risk of meeting unfavourable weather and sea
conditions. In a short voyage this risk is smaller and can be controlled by observing the
weather forecast.
Behaviour of the ship can be classified by size of the ship, her stability and her speed.
Large ships do not find a sea condition producing violent motions as often as do small
ships. In large ships there is a reduced risk of severe forces to the cargo
Ships with high initial stability do more often find "resonant" wave encounters than do
ships with a low initial stability. Thus, "stiff" vessels produce higher transverse forces
through larger roll angles and shorter periods of roll.
Ships running at high speed will more easily take heavy shocks from waves than will do
slow ships. Thus, forces increase with speed in general.
Location of stowage of a particular cargo unit has a significant influence on the magnitude of
forces expected during the voyage.
Longitudinal forces increase from lower hold to stowage high on deck.
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Transverse forces increase from lower hold to stowage high on deck and from a position
at about 45% of the length towards the forward and aft end of the ship.
Vertical forces (except the omnipresent gravity component) increase from a position at
about 45% of the length towards the forward and aft end of the ship.
Stowage positions on the weather deck or hatch top are subject to impact forces by wind
and sea sloshing.
Mass of the cargo unit gives a proportional effect to gravity forces and to inertial forces,
following Newtons Law.
Dimensions of the cargo unit have an influence to impact forces which are proportional to
the affected area of the unit. This will of course only apply to deck cargo.
Rule of thumb
As a rule of thumb, external forces to cargo units can be expressed as a percentage of the
weight as follows:
Longitudinal forces up to 30% of the weight (fore and aft direction),
Transverse forces up to 80% of the weight (port and starboard),
Vertical forces up to 90% of the weight (up and down, gravity not included).
80% W
60% W
40% W
70% W
30% W
90% W
50% W
10% W
Figure 4.1: Forces to cargo units at different stowage positions

Note: The weight W of a cargo unit was traditionally expressed in tonnes. According to the
SI-System the weight is measured in kN, following Newton's Law:
W=mg
[kN]
(m: mass in tonnes, g: gravity acceleration = 9.81 m/s2)
Example: A transformer of 125 tonnes has a weight of 125 9.81 = 1226 kN. Transverse
forces during a sea passage can reach 0.8 1226 = 981 kN, if stowed on weather deck level.
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4.2
Principles of cargo securing
Securing material applied to secure cargo may have three distinguishable effects. However, in
most situations there will be combinations of these three effects.
Direct securing means to apply lashings, shores, stoppers or locks in such a way that they can
directly transfer forces from the cargo to the ship's structure. This is achieved best if the working direction of this lashing, shore or stopper is as close as possible to the direction of the
force, which is to be counter-acted.
A lashing intended to prevent transverse sliding should run in the transverse direction at a low
angle or parallel to the deck. A lashing intended to prevent transverse tipping should run in
the transverse direction at a sufficiently large distance to the tipping axis.
Friction securing means to apply and pre-tension lashings in a way to increase the vertical
force to the stowage surface and thereby the friction forces. The appropriate lashing should
therefore be set in a close to vertical direction. Friction securing is much less effective than
direct securing by two reasons.
The first reason is that the helpful additional friction force is equal to the force in the lashing
multiplied by the friction coefficient of 0.3 with stowage on timber. Thus only 30% of the
force in the lashing is used.
The second reason is that the force in the lashing will only depend on its pre-tension effected
by a tightening device, which will not last very long in bad weather due to settling effects.
But there is also one advantage. Friction securing, if effective, acts into any direction, i.e. to
fore and aft, to port and to starboard.
The main reason for applying friction securing is the limited space on board and other restrictions. A typical example for nearly pure friction securing is found with timber deck cargo
stowed from side to side.
Compacting means to apply securing material in order to compact a bulk of cargo units.
There is no direct or indirect transfer of forces to the ship's structure. Thus compacting must
necessarily always be combined with a reliable stowage pattern like cross-stowage, where
cargo is stowed from side to side of a cargo space. A typical example for compacting is the
securing of steel coils in lower holds.
4.3
Securing against sliding and tipping
Securing of cargo, in particular heavy project cargo units, must aim at the prevention of:
transverse sliding,
transverse tipping, and
longitudinal sliding.
With unusual large units on a narrow base, also longitudinal tipping must be considered.
Sliding is the most common behaviour of cargo units under external forces. It must be counter-acted by direct securing forces or by increased friction to the surface of the stowage location.
Tipping is a less common reaction and will be found only with units or stacks of units with a
high centre of mass and/or a narrow stacking base. It must be counter-acted by direct securing
moments (i.e. securing forces acting on a suitable lever with regard to a distinguished tipping
axis).
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Tipping
Sliding
Fy
Fy
Tipping axis
Figure 4.2: Sliding and tipping of a cargo unit

Cargo units have a natural resistance against sliding by friction forces to the stowage area.
These forces must be utilised by placing wooden dunnage or rubber mats in a way to avoid
steel to steel contact.
Suitable lashings against sliding should be attached with small vertical lashing angles of preferably not more than 30. Lashings intended to prevent transverse sliding should not deviate
from the transverse direction by more than 30, as well as lashings intended to prevent longitudinal sliding should not deviate from the longitudinal direction by more than 30.
Alternatively, welded stoppers or shoring to other cargo units or to solid sides of he cargo
space can be used for sliding prevention.
Fy
Figure 4.3: Suitable lashings against transverse sliding

Cargo units with a stacking base width that is less than 1.4 times the height of he centre of
gravity will need securing against tipping. Suitable lashings against tipping should be attached
with large vertical lashing angles of preferably not less than 60 in a way that a sufficient lever is provided to the tipping axis.
Fy
Lashing levers
Tipping axis
Tipping axis
Figure 4.4: Suitable lashings against transverse tipping

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Alternatively, tipping can also be prevented by shoring he top of the cargo unit to other solid
units and finally to the sides of he cargo space.
All lashings, shores and stoppers must be arranged in a clear and uncomplicated pattern and
symmetrical with regard to the centre of gravity of the cargo unit. Lashings coming from a
cargo unit must never be fastened to other cargo units or other lashings. If stoppers are welded
to steel beams used for bedding, these steel beams must be appropriately fastened to the ship
either by welding or by bracing.
4.4
Application of loop lashings
Cargo units without securing fittings for attaching lashings can be secured by loop lashings.
There are different ways to apply loop lashings, some of which are inappropriate for heavy
cargo units.
Friction loops are quite often found for the securing of cargo on flatracks during road or rail
transport. These loops are mainly of steel band and are not sufficient to prevent sliding of the
unit under severe conditions during sea transport. Friction loops fall under the principle of
friction securing and are useless against sliding as soon as the pre-tension is lost. However,
friction loops will prevent tipping of the unit.
Half loops must be fitted to the lower strong part of the unit from both sides to prevent sliding. These half loops fall under the category of direct securing, because both ends of each
loop are fastened to the same side.
Friction loops
Horizontal half lops
Figure 4.5: Heavy unit on a flatrack secured with friction loops against tipping
and horizontal half loops against sliding
For securing of cylindrical units there is a temptation to pass lashings over and around the unit
and fasten the ends to both sides. This loop is a silly loop and should never be used for heavy
project cargo units. It slips under severe load because the friction is insufficient to transfer
forces from the cargo unit to the lashing. It falls under the category of friction securing.
Silly loops
Figure 4.6: Unsuitable securing with silly loops

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Instead, vertical half loops are the suitable alternative, again with both ends of the loops fastened to the same side of the unit.
Vertical half loops
Figure 4.7: Securing with vertical half loops

Another suitable option for securing sensitive cargo units without securing points is the forming of head loops, i.e. grommets of wire rope or synthetic fibre web, where direct lashings can
be easily attached.
Head loops
Figure 4.8: Direct lashings attached to head loops

Loop lashings attached to wooden boxes must be carefully stuffed at the edges in order to
avoid cutting into the wooden casing and thereby falling slack. This stuffing should be done
by short planks of hard wood or suitably rounded metal sheets or fittings.
Figure 4.9: Edge protection for lashings at wooden boxes

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5.
Typical securing arrangements
5.1
Generators in longitudinal stowage
This example shows the stowage and securing of two 180 t generators in longitudinal stowage
in the tween deck of a D-Class vessel of PAS.
The two generators of about 370 t including the twin beams are loaded fairly evenly onto four
pontoon sections, which can accommodate 3.15 10.2 4 4 = 514 t. Thus, the load is permissible.
Each generator is bedded onto four twin beams of 26 x 26 cm with intermediate layers of
dunnage or rubber sheets.
Securing against transverse sliding is achieved by timber shores. It should be noted that the
shores at the sides of the stowage parcel must withstand the transverse forces from both generators while the shores in the centre have to secure only one generator at the time.
Securing against transverse tipping is achieved by the steep lashings attached to the trunnions.
These lashings do not contribute to securing against transverse sliding due to their steepness
and their negligible component into the transverse direction.
Securing against longitudinal sliding is achieved by the longitudinal components of the steep
lashings.
The balance calculation in Annex 1 shows the suitability of the securing arrangement for each
generator.
Figure 5.1 a: Top view of stowage and securing arrangement

The lashings are dimensioned so as to provide an MSL of 98 kN each. The timber shores have
a cross-section of 20 x 20 cm = 400 cm2, providing an MSL of 120 kN each.
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a
c
b
Figure 5.1 b: Front view of stowage and securing arrangement
Figure 5.1 c: Side view of stowage and securing arrangement (timber shores not shown)
5.2
Generators in transverse stowage
The same generators as in chapter 5.1 are stowed in transverse direction, using the same number of twin beams, more lashings but less timber shores. In the following figures only one
generator is shown.
Securing against transverse sliding is achieved by lashings plus timber shores. The lashings
alone would be just sufficient, but the timber shores provide the advisable reserve.
Securing against transverse tipping is not necessary due to the large base line in the transverse
direction.
Securing against longitudinal sliding is achieved by friction and by the longitudinal components of the lashings used against transverse sliding.
The balance calculation in Annex 1 shows the suitability of the securing arrangement for each
generator.
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Figure 5.2 a: Top view of stowage and securing arrangement
Figure 5.2 b: Front view of stowage and securing arrangement
Figure 5.2 c: Side view of stowage and securing arrangement
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5.3
Soft surface column in longitudinal stowage
This example shows the stowage and securing of a 96 t cryogenic tower of 30.5 m length and
3.0 m diameter in longitudinal stowage on the hatch top of a D-Class vessel of PAS. There are
several problems to solve with the bedding and securing of that unit.
The footprints of four times 0.72 m2 = 2.88 m2 are not at the positions of the cross beams under the container sockets. This requires a spreading of the load by means of steel beams.
The soft surface of the tower prohibits the attachment of loop lashing except in strengthened
locations at the cradles bolted to the tower. Also these are not at the positions of the D-rings
close to the container sockets.
The centre of gravity of the tower is extremely off the longitudinal centre. This has to be taken into account when distributing the lashings.
Lifting is done without difficulties at the strong bases plate (position 1) and at the trunnions
(position 3). These trunnions are also dedicated for erecting the tower at the production site.
Bedding is carried out by placing twin beams of 20 x 20 cm steel of 6.2 m length under each
cradle. For checking the number of required twin beams an estimation of the bedding loads
for each cradle gives:
25 t for position 1; 30 t for position 2; 25 t for position 3; 16 t for position 4.
The beams shall only rest with their ends on timber planks in way of the container sockets.
For calculating the required number of beams the situation 3 in chapter 2.3 is applicable with
s = 60 cm and r = 600 cm. The section modulus of a 20 x 20 cm steel beam is about 570 cm3.
For position 1 and 3: n
25 9.81 (2 600 60)

4.1
120 570
For position 2 n
30 9.81 (2 600 60)

4.9
120 570
For position 4 n
16 9.81 (2 600 60)

2.6
120 570
Two twin beams for positions 1 and 2 and two single beams for positions 3 and 4 are sufficient because in positions 2, 3 and 4 the bedding load is substantially off centre of the beams
which reduces the bending stress.
1
Figure 5.3 a: Cryogenic tower in longitudinal stowage on hatch top

Securing against transverse sliding is achieved by providing good friction between hatch top,
steel beams and cradles. Agreement from the shipper must be received for attaching lashings
to the base plate bolt holes, to the trunnions and to D-rings welded to the cradles before loading. Then the following lashings can be attached:
In position 1 each side 1 lashing at 50 and 1 lashing at 40.
In position 2 each side 2 lashings at 30.
In position 3 each side 1 lashing at 80, 1 at 40, 1 at 30 and 2 longitudinal lashings.
In position 4 each side 1 lashing at 50 and 1 lashing at 40.
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The lashings in position 3 with = 80 is ignored in the balance of transverse sliding.

Securing against transverse tipping is achieved mainly by the steep lashings at positions 1 and
3, which are taken into account in the transverse tipping balance.
Securing against longitudinal sliding is achieved by the longitudinal components of the transverse lashings at positions 1 and 2 and the longitudinal lashings attached to the trunnions directed to unemployed D-rings at the forward part of hatch No. 3.
1
a
b
Figure 5.3 b: Securing of the tower at different positions

The balance calculation in Annex 1 shows the suitability of the securing arrangement. The
balance of transverse sliding is fulfilled by only 106%. Improvement of the securing arrangement could be achieved by doubling some of the lashing, provided the D-rings on the hatch
top have sufficient spare capacity of strength.
5.4
Steel crate in single stowage arrangement
This example shows the stowage and securing of a 50 t steel crate, containing industrial plant
modules, with the dimensions 8.5 x 4.5 x 2.5 m in longitudinal stowage in the tween deck of a
P-Class vessel of AAL.
The net bedding area of 2.5 8.5 = 21.25 m2 would allow a mass of 63.75 t with the PSL of
3.0 t/m2. Therefore, no timber or steel beams are necessary. Only stowage on timber planks
for providing friction is required.
The steel crate is equipped with lashing points on all four corners in the bottom and the top
level. These lashing points have a specified MSL strength of 150 kN each in all directions.
4.5 m
8.5 m
Figure 5.4 a: Steel crate with securing points at all eight corners
Securing against transverse sliding to port is achieved by timber chocking at top and bottom
with an effective cross-section of about 20 x 300 = 6000 cm2.
Securing against transverse sliding to starboard is achieved by four lashings of 98 kN MSL,
two of which run at an angle of 0 and two at an angle of 20 from the unit to the ships sides.
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Securing against transverse tipping to port is achieved by timber chocking at the top with an
effective cross-section of about 15 x 30 = 450 cm2 and a lever to the tipping axis of 4.5 m.
Securing against transverse tipping to starboard is achieved by the two lashings at the top with
a lever to the tipping axis of 4.3 m.
Securing against longitudinal sliding to fore or aft is achieved by the longitudinal components
of the four lashings.
2.5 t/m
5.60 m
Port
Starboard
c
a
b
3.0 t/m
Figure 5.4 b: Securing of the steel crate by cocking and by lashing

The balance calculation in Annex 1 shows the suitability of the securing arrangement. If the
number of timber chocks is beyond any doubt, the situation may be considered as a side stowage arrangement and the balance calculation to port can be omitted.
5.5
Wooden heavy lift case in single stowage arrangement
Single stowage of wooden heavy lift cases should be avoided. If gaps between such units appear, they should be filled by chocking at the base level against sliding and at the top level
against tipping.
If a single stowage arrangement is unavoidable, e.g. by a part loaded passage, and securing by
timber shores is not advisable, securing by lashings is the final option.
Securing against transverse sliding must be achieved by horizontal half loop lashings guided
around the strong bottom section of the case. Corner protection is necessary for avoiding the
cutting of lashing wires into the timber of the case.
Securing against transverse tipping must be achieved by attaching lashing to head loops at
opposite sides of the case.
Securing against longitudinal sliding will in many situations be achieved by friction alone. If
necessary, horizontal half loops must also be run in the longitudinal direction around the bottom part of the case.
This example shows a wooden case in the tween deck at 0.4 Lpp in longitudinal stowage. The
dimensions are 10.0 x 3.2 x 3.8 m with the centre of gravity at 1.8 m above the bottom.
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Head loops
Horizontal half loops

Corner protection
Figure 5.5: Wooden case in single stowage

The balance calculation in Annex 1 shows the suitability of the securing arrangement. If the
case would be heavier, the horizontal half loops should be doubled. Longitudinal sliding is
prevented by friction alone. Half loops for securing against longitudinal sliding would probably be needed in a stowage location in hold No. 1 or 2.
5.6
Water craft in longitudinal stowage
Water craft are usually stowed on the weather deck or hatch top. This increases the external
forces due to impact from wind and sea sloshing or heavy spray. Additional problems are often the poor means of fastening lashings to the water craft, in particular if it is a pleasure craft
with relatively weak bits or bollards and a sensitive surface.
The best option is a solid cradle that is fit for sea transport, i.e. it is designed for a pay load of
1.8 times the mass of the water craft in question. The cradle should have securing points,
preferably D-rings, welded for securing it against transverse and longitudinal sliding.
Figure 5.6 a: Pleasure boat with solid cradle

In this example, the water craft is a pleasure motor boat of 72 t mass and dimensions 23.0 x
7.7 x 6.4 m. The cradle has a length of 12 m and a width of 7 m. The mass of the cradle is
about 7 t. The cradle is fitted with 3 D-rings on each side of a breaking strength of 490 kN
each, providing an MSL of 245 kN for each D-ring.
The centre of gravity is about 2.2 m above the keel. Therefore tipping is not critical, provided,
the boat and the cradle can be considered as one unit. This must be assured by strapping the
boat down to the cradle by means of a sufficient number of synthetic fibre lashings with good
pre-tension.
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The unit is most favourably bedded on top of dunnage planks in way of the strong girders
under the container sockets on the hatch top, using eight 40' container locations.
Figure 5.6 b: Securing arrangement of a pleasure boat

Securing against transverse sliding is achieved by six chains on each side with 98 kN MSL
plus two steep lashings on each side to the mooring bitts of the boat. These are not counted in
the sliding balance.
Securing against longitudinal sliding is achieved by two chains on each end with 98 kN MSL
plus longitudinal components in the transverse lashings, which are not counted in the balance.
The balance calculation in Annex 1 shows the suitability of the securing arrangement.
5.7
Heavy steel construction
Heavy steel constructions may need special and sophisticated bedding constructions, depending on their shape and dimensions. Otherwise they do not provide great problems due to their
low mass per area and their many securing opportunities. However, many such constructions
have a coating finish that must be protected from chafing. Thus the use of fibre material may
be requested from shippers with the consequence of a reduced MSL per lashing.
The unit in this example has a mass of 35 t. Stowage position is on the hatch top at 0.8 Lpp.
There is no additional force considered by impact from wind and sea sloshing.
5.9 m
26.5 m
6.8 m
Figure 5.7: Heavy steel construction

The unit is bedded on timber planks in way of strong areas of the hatch cover. Securing is
required to be carried out by web lashings of 35 kN MSL. Securing against transverse sliding
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is achieved by 8 web lashing to each side. Securing against longitudinal sliding is achieved by
4 web lashing to forward and another four to aft. Tipping is not critical for this unit.
5.8
Heavy vehicle
Heavy vehicles are often quite difficult to load with regard to lifting, bedding and securing.
Major manufacturers, who are prepared for exporting their products by sea, will generally
provide fittings for lifting and securing. Bedding has to be managed by stevedores with due
observation of the PSL of the intended stowage area.
The following example shows a cold planer (road building machine) of 35 t with the dimensions 15.7 x 2.6 x.3.0 m including the conveyor. The unit is stowed on the weather deck at 0.7
Lpp on top of a 40' collapsible flatrack with the conveyor extending the flatrack.
Figure 5.8 a: Heavy cold planer on a 40' flatrack

Securing against transverse sliding is achieved by four chains of 98 kN MSL on each side,
which also have longitudinal components against longitudinal sliding. Securing against transverse tipping is achieved by two near vertical chains on each side. However, the MSL of the
lashings is governed by the strength of the securing bars at the sides of the flat rack. These
have a specified working strength of 50 kN only, which is taken as the MSL of the lashings.
Figure 5.8 b: Securing arrangement of cold planer (side view)
a
c
b
c
Figure 5.8 c: Securing arrangement of cold planer (front view)

The balance calculation in Annex 1 shows the suitability of the securing arrangement. The
additional lashings at the tip of the conveyor are not considered in his balance.
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5.9
Cargo block in side stowage arrangement
Side stowage arrangements have been traditionally used in the sides of conventional cargo
liners with centre hatches. Today, side stowage of break bulk is sometimes found in a tween
deck or lower hold in the narrow under deck space besides the container stacks. These stowage blocks must be secured to the ship's side in order to prevent sliding and tipping to the free
side. Longitudinal sliding may become critical in tween decks in forward holds.
Securing of break bulk in side stowage should generally be performed by attaching horizontal
or vertical half loops.
The following example shows a stack of heavy H-beams of a total mass of 42 t stowed in the
side of the lower hold at 0.3 Lpp on dunnage and with intermediate layers of dunnage. The
stack is secured to the ship's side by two half loops, which provide two lashings at 0 and two
lashing at -20 (showing upwards). The lashings are of the conventional wire type with an
MSL of 76 kN.
Tipping is not critical for that stack. There are no lashings against longitudinal sliding. The
balance calculation in Annex 1 shows the suitability of the securing arrangement.
Figure 5.9: Side stowage arrangement

5.10 Large pipes on deck
Large pipes stowed on deck present securing problems, which have frequently resulted in
damages and losses. Stowage direction is longitudinal as a rule, because the major forces are
transverse. But on deck, in particular in a forward location on hatch No. 1 or 2, also longitudinal sliding is a threat and has lead to pipes leaving the stack like torpedoes. Thus, additional
longitudinal securing is necessary.
The following example shows a stowage block of 13 pipes of 2 m diameter and 12 m length
with a mass of 12 t each. Bedding on transverse dunnage boards with wooden wedges prevent
rolling and provide a friction coefficient of 0.3.
Securing against transverse sliding is achieved by four half loops each side made of type C
wire lashings of 120 kN MSL (18 mm wire 6x19+1FC, 35 mm turnbuckle, container D-rings
on hatch covers and on deck).
Securing against longitudinal sliding is achieved by three loop lashings forward and aft of the
same material, running through the top layer of pipes. These lashings need special corner fitPage 39 of 52
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tings for the 180 turn. The bottom pipes are protected against longitudinal sliding by friction
at the bottom and by friction from rubber mats between the two layers of pipes.
Special 180 fittings
Starboard
half loops
Port half
loops
Fastening of lower part of half loops
Figure 5.10 a: Securing of heavy pipes on No.1 hatch top with half loops (wedges not shown)
180
fittings
180
fittings
Figure 5.10 b: Securing of heavy pipes on No.1 hatch top seen from port side
5.11 Front head securing of a cross-stowage arrangement
Cross-stowage of break bulk cargo with a free front needs some securing of the top layers in
order to prevent collapsing of the front tier. This is in particular necessary in forward cargo
spaces, which are subject to greater vertical accelerations and therefore temporary loss of friction, so that longitudinal sliding may occur. This measure of securing goes into the category
of compacting rather than direct securing, because a balance of forces is not easily possible.
Figure 5.11 a shows pallets or boxes, which are secured at the top front tier with a strong wire
running across the cargo space. Swiftering lines of wire are attached at distances for applying
some longitudinal fastening. Timber planks are attached to the top front tier by nailing or tying to prevent the wire from cutting into the cargo units.
Figure 5.11 b shows the same arrangement with securing the top front tier by wire net slings,
which are fastened by appropriately tensioned wire ropes. The same method would be suitable
for the longitudinal securing of small pipes being stowed on deck.
There is no calculated balance of forces for this kind of cargo securing.
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Figure 5.11 a: Securing a top front tier of break bulk cross-stowage with wire and swifter
Figure 5.11 b: Securing a top front tier of break bulk cross-stowage with wire net slings
5.12 Compacting of steel coils according to industry standards
Coiled sheet steel, generally called steel coils, are shipped in masses from 3 t to more than 15
t per unit. The preferred stowage place is the lower hold of a vessel due to the need for a great
PSL.
Coils are stowed in transverse stripes on dunnage placed on top of the double bottom floors.
Wooden wedges are used to keep the coils in place during the loading process. The distance
between loaded stripes should be sufficient for applying and tightening the lashings.
Lashing of coils is today performed by heavy duty steel bands, which are tightened and
clipped with special pneumatic tools. Manual tools for the same purpose have shown insufficient performance and were claimed to be the reason for shifting and destroying of coils in
heavy weather. The lashing method aims at compacting the individual coils. Transverse sliding is prevented by the cross-stowage pattern. Longitudinal sliding is prevented by friction at
the bottom. There are no direct lashings, i.e. connections between cargo and ship.
Manufacturers of steel bands and tools supply on demand so-called industry standards for the
compacting of coils, which distinguish different stowage pattern and masses of coils.
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Figure 5.12 shows the typical layout of compacting the coils. It should be noted, that individual coils in a shipment do not necessarily have identical diameters. Stuffing with timber can
help to equalise the differences. Therefore, the ideal pattern of stowage and securing as shown
in the standard cannot always be achieved. However, the principle should be followed as far
as possible.
Timber stuffing
Locking coil
Figure 5.12: Stowage and securing of steel coils according to industry standards
There is no calculated balance of forces for this kind of cargo securing.
Annex 1:
Assessment calculations
The attached assessment calculations are carried out for the examples 1 to 10 of chapter 5.
The calculation follows the advanced calculation method as stipulated by the Annex 13 to the
IMO Code of Safe Practice for Cargo Stowage and Securing (CSS-Code).
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Assessment of securing arrangement
AAL / PAS
Ship: Cape D
Cargo: Generator in longitudinal stowage
Voyage No.:
Mass =
Port of loading: Brisbane
Dimensions (l x b x h ) =
180
8.4 x 3.2 x 4.4
Lpp =
175 m
B=
27.8
m Stowed in
0.5
Lpp
GM =
3.0 m
v=
19.4
kn Friction coefficient applicable for bedding =
0.3
Corr. Factor for length and speed =
tween deck at
0.81 Tipping lever a =
Corr. Factor for B/GM =
2.4 m
9.3 Lever of stableness b =
1.5 m
Fx = 2.0 0.81 180
292 kN
Fy = 5.4 0.81 1.13 180
890 kN
Fz = 4.3 0.81 180
627 kN
Lashings against sliding to port

No type
MSL CS
Shores and stoppers against sliding to port

No type, dimension
MSL CS
8
timber 20 x 20 cm
Lashings against tipping to port

No type
MSL
4
chain & wire
98
Lashings against sliding to fwd

No type
MSL CS
2
2
chain & wire

chain & wire
98
98
65
65
120
80
CS
65
3.7
45
60
0.91
0.76
Shores and stoppers against sliding to fwd

No type, dimension
MSL CS
Lashings against sliding to stbd

No
type
MSL CS
Shores and stoppers against sliding to stbd

No
type, dimension
MSL CS
8
timber 20 x 20 cm
Lashings against tipping to stbd

No
type
MSL
4
chain & wire
98
Lashings against sliding to aft

No
type
MSL
2
2
chain & wire

chain & wire
98
98
120
80
CS
65
3.7
CS
65
65
45
60
0.91
0.76
Shores and stoppers against sliding to aft

No
type, dimension
MSL CS
Sliding to port:
890 < 0.31809.81 + 880 = 1170
kN
Sliding to stbd:
890 < 0.31809.81 + 880 = 1170
kN
Tipping to port:
890 2.4 < 1.51809.81 + 4653.7 = 3611
kNm
Tipping to stbd:
890 2.4 < 1.51809.81 + 4653.7 = 3611
kNm
Sliding to fwd:
292 < 0.3(1809.81 627) + 2650.91 + 2650.76 = 559
kN
Sliding to aft:
292 < 0.3(1809.81 627) + 2650.91 + 2650.76 = 559
kN
Remarks: Calculation is shown for one generator. Timber shores at tween deck sides are doubled in
order to secure both generators.
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 43 of 52
Austral Asia Line

AAL / PAS
Ship: Cape D
Cargo: Generator in transverse stowage
Voyage No.:
Mass =
180
8.4 x 3.2 x 4.4
tween deck at
Lpp =
175 m
B=
27.8
m Stowed in
0.5
Lpp
GM =
3.0 m
v=
19.4
0.3
Fx = 2.0 0.81 180
292 kN
Fy = 5.4 0.81 1.13 180
890 kN
Fz = 4.3 0.81 180
627 kN

No type
MSL CS
4
4
chain & wire

chain & wire
98
98
65
65
35
55
0.99
0.81

No type, dimension
MSL CS
4
timber 20 x 20 cm

No type
MSL

No type
MSL CS
4
chain & wire (50%)
49
33

No
type
MSL CS
4
4
chain & wire

chain & wire
98
98
65
65
f
0.99
0.81

No
type, dimension
MSL CS
120
80
CS

No
type
MSL

No
type
MSL
70
0.62

No type, dimension
MSL CS
35
55
timber 20 x 20 cm
chain & wire (50%)
49
120
80
CS
CS
33
70
0.62

No
type, dimension
MSL CS
Sliding to port:
890 < 0.31809.81 + 4650.99 + 4650.81 +480 = 1318
kN
Sliding to stbd:
890 < 0.31809.81 + 4650.99 + 4650.81 +480 = 1318
kN
Tipping to port:
<
not applicable
kNm
Tipping to stbd:
<
not applicable
kNm
Sliding to fwd:
292 < 0.3(1809.81 627) + 4330.62 = 423
kN
Sliding to aft:
292 < 0.3(1809.81 627) + 4330.62 = 423
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 44 of 52
Austral Asia Line

AAL / PAS
Ship: Cape D
Cargo: Cryogenic tower in longitudinal stowage
Voyage No.:
Mass =
96
30.5x3.0x3.0
Lpp =
175 m
B=
27.8
m Stowed in
on deck low at
0.6
Lpp
GM =
2.5 m
v=
19.4
0.3
1.9 m
1.2 m
Fx = 2.9 0.81 96 + 3 3 1 + 3 2 1
241 kN
Fy = 6.1 0.81 1.09 96 + 30.5 3 1 + 30.5 2 1
670 kN
Fz = 5.0 0.81 96
389 kN

No type
MSL CS
2
3
2
chain
chain
chain
98
98
98
65
65
65
50
40
30
0.87
0.96
1.02

No
type
MSL CS
2
3
2
chain
chain
chain
98
98
98
65
65
65
50
40
30
0.87
0.96
1.02

No type, dimension
MSL CS

No
type, dimension
MSL CS

No type
MSL

No
type
MSL
1
1
chain
chain
98
98

No type
MSL CS
2
2
chain (50%)
wire
49
98
33
65
CS
65
65
2.0
3.4
50
20
0.87
1.04

No type, dimension
MSL CS
1
1
chain
chain
98
98

No
type
MSL
2
2
chain (50%)
wire
CS
65
65
2.0
3.4
CS
33
65
40
20
0.96
1.04
49
98

No
type, dimension
MSL CS
Sliding to port:
670 < 0.3969.81 + 2650.87 + 3650.96 + 2651.02 = 715
kN
Sliding to stbd:
670 < 0.3969.81 + 2650.87 + 3650.96 + 2651.02 = 715
kN
Tipping to port:
670 1.9 < 1.2969.81 + 1652.0 +1653.4 = 1481
kNm
Tipping to stbd:
670 1.9 < 1.2969.81 + 1652.0 +1653.4 = 1481
kNm
Sliding to fwd:
241 < 0.3(969.81 389) + 2651.04 + 2330.87 = 358
kN
Sliding to aft:
241 < 0.3(969.81 389) + 2651.04 + 2330.87 = 358
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 45 of 52
Austral Asia Line

AAL / PAS
Ship: Cape York
Cargo: Steel crate
Voyage No.:
Mass =
Lpp =
160 m
B=
27.0
GM =
2.7 m
v=
18
50
m Stowed in
8.5 x 2.5 x 4.5
tween deck at
0.5
Lpp
0.3
2.25 m
1.25 m
Fx = 2.0 0.82 50
82 kN
Fy = 5.4 0.82 1.09 50
241 kN
Fz = 4.3 0.82 50
176 kN

No type
MSL CS

No
type
MSL CS
2
2

No type, dimension
MSL CS
3
3
timber 20 x 90 cm
timber 15 x 20 cm

No type
MSL
3
timber 15 x 20 cm
90

No type
MSL CS
2
Chain (50%)
49
33
540
90
360
60
CS
60
4.5
1.00

No type, dimension
MSL CS
chain
chain
98
98
65
65
0
20
1.00
1.04

No
type, dimension
MSL CS

No
type
MSL
2
chain
98

No
type
MSL
2
Chain (50%)
49
CS
65
4.3
CS
33
1.00

No
type, dimension
MSL CS
Sliding to port:
241 < 0.3509.81 + 3360 + 360 = 1407
kN
Sliding to stbd:
241 < 0.3509.81 + 2651.00 + 2651.04 = 412
kN
Tipping to port:
241 2.25 < 1.25509.81 + 360 = 793
kNm
Tipping to stbd:
241 2.25 < 1.25509.81 + 2654.3 = 1172
kNm
Sliding to fwd:
82 < 0.3(509.81 176) + 2331.00 = 160
kN
Sliding to aft:
82 < 0.3(509.81 176) + 2331.00 = 160
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 46 of 52
Austral Asia Line

AAL / PAS
Ship: Cape York
Cargo: Wooden case
Voyage No.:
Mass =
Lpp =
160 m
B=
27.0
GM =
2.0 m
v=
18
46
m Stowed in
10.0 x 3.2 x 3.8
tween deck at
0.4
Lpp
0.3
1.8 m
1.6 m
Fx = 2.0 0.82 46
75 kN
Fy = 5.4 0.82 1.00 46
204 kN
Fz = 4.3 0.82 46
162 kN

No type
MSL CS
2
2
wire
wire
76
76
51
51
0
45
1.00
0.91

No
type
MSL CS
2
2
wire
wire
76
76
51
51
0
45
1.00
0.91

No type, dimension
MSL CS

No
type, dimension
MSL CS

No type
MSL

No
type
MSL
wire
76

No type
MSL CS
CS
51
3.0

No type, dimension
MSL CS
wire

No
type
MSL
76
CS
CS
51
3.0

No
type, dimension
MSL CS
Sliding to port:
204 < 0.3469.81 + 2511.00 + 2510.91 = 330
kN
Sliding to stbd:
204 < 0.3469.81 + 2511.00 + 2510.91 = 330
kN
Tipping to port:
2041.8 < 1.6469.81 + 2513.0 = 1028
kNm
Tipping to stbd:
2041.8 < 1.6469.81 + 2513.0 = 1028
kNm
Sliding to fwd:
75 < 0.3(469.81 162) = 87
kN
Sliding to aft:
75 < 0.3(469.81 162) = 87
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 47 of 52
Austral Asia Line

AAL / PAS
Ship: Cape D
Cargo: Pleasure boat
Voyage No.:
Mass =
72 + 7 t for the cradle

23.0 x 7.7 x 6.4
on deck low at
Lpp =
175 m
B=
27.8
m Stowed in
0.6
Lpp
GM =
2.0 m
v=
19.4
0.3
n.a. m
n.a. m
Fx = 2.9 0.81 79 + 1 7.7 6.4 + 1 7.7 2
250 kN
Fy = 6.1 0.81 1.00 79 +1 23 6.4 + 1 23 2
584 kN
Fz = 5.0 0.81 79
320 kN

No type
MSL CS
6
chain
98
65
1.00

No
type
MSL CS
4
chain
98
65
1.00

No type, dimension
MSL CS

No
type, dimension
MSL CS

No type
MSL

No type
MSL CS
2
chain
98
65
CS

No
type
MSL

No
type
MSL
1.00

No type, dimension
MSL CS
chain
98
CS
CS
65
1.00

No
type, dimension
MSL CS
Sliding to port:
584 < 0.3799.81 + 6651.00 = 622
kN
Sliding to stbd:
584 < 0.3799.81 + 6651.00 = 622
kN
Tipping to port:
n.a.
kNm
Tipping to stbd:
n.a.
kNm
Sliding to fwd:
250 < 0.3(799.81 320) + 2651.00 = 266
kN
Sliding to aft:
250 < 0.3(799.81 320) + 2651.00 = 266
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 48 of 52
Austral Asia Line

AAL / PAS
Ship: Cape D
Cargo: Steel construction
Voyage No.:
Mass =
180
26.5 x 6.8 x 5.9
on deck low at
Lpp =
175 m
B=
27.8
m Stowed in
0.8
Lpp
GM =
3.5 m
v=
19.4
0.3
n.a. m
n.a. m
Fx = 2.9 0.81 35
82 kN
Fy = 6.5 0.81 1.31 35
241 kN
Fz = 7.6 0.81 35
215 kN

No type
MSL CS
8
web
35
23
1.00

No
type
MSL CS
8
web
35
23
1.00

No type, dimension
MSL CS

No
type, dimension
MSL CS

No type
MSL

No type
MSL CS
4
web
35
23
CS

No
type
MSL

No
type
MSL
1.00

No type, dimension
MSL CS
web
35
CS
CS
23
1.00

No
type, dimension
MSL CS
Sliding to port:
241 < 0.3359.81 + 8231.00 = 287
kN
Sliding to stbd:
241 < 0.3359.81 + 8231.00 = 287
kN
Tipping to port:
n.a.
kNm
Tipping to stbd:
n.a.
kNm
Sliding to fwd:
82 < 0.3(359.81 215) + 4231.00 = 130
kN
Sliding to aft:
82 < 0.3(359.81 215) + 4231.00 = 130
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 49 of 52
Austral Asia Line

AAL / PAS
Ship: Cape D
Cargo: Cold planer on 40' flatrack
Voyage No.:
Mass =
35
15.7 x 2.6 x 3.0
tween deck at
Lpp =
175 m
B=
27.8
m Stowed in
0.7
Lpp
GM =
2.75 m
v=
19.4
0.3
1.8 m
1.1 m
Fx = 2.0 0.81 35
57 kN
Fy = 5.6 0.81 1.14 35
181 kN
Fz = 6.2 0.81 35
176 kN

No type
MSL CS
4
chain
50
33
20
1.04

No
type
MSL CS
4
chain
50
33
20
1.04

No type, dimension
MSL CS

No
type, dimension
MSL CS

No type
MSL

No
type
MSL
2
4
chain
chain
50
50

No type
MSL CS
4
chain (50 %)
25
16
CS
33
33
2.4
0.7
50
0.87

No type, dimension
MSL CS
2
4
chain
chain
50
50

No
type
MSL
4
chain (50 %)
25
CS
33
33
2.4
0.7
CS
16
50
0.87

No
type, dimension
MSL CS
Sliding to port:
181 < 0.3359.81 + 4331.04 = 240
kN
Sliding to stbd:
181 < 0.3359.81 + 4331.04 = 240
kN
Tipping to port:
181 1.8 < 1.1359.81 + 2332.4 + 4330.7 = 628
kNm
Tipping to stbd:
181 1.8 < 1.1359.81 + 2332.4 + 4330.7 = 628
kNm
Sliding to fwd:
57 < 0.3(359.81 176) + 4160.87 = 106
kN
Sliding to aft:
57 < 0.3(359.81 176) + 4160.87 = 106
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 50 of 52
Austral Asia Line

AAL / PAS
Ship: Cape York
Cargo: Side stowage arrangement
Voyage No.:
Mass =
Lpp =
160 m
B=
27.0
GM =
2.7 m
v=
18
42
m Stowed in
10 x 2.4 x 1.8
lower hold at
0.3
Lpp
0.3
n.a. m
n.a. m
Fx = 1.5 0.82 42
52 kN
Fy = 5.1 0.82 1.06 42
186 kN
Fz = 5.0 0.82 42
172 kN

No type
MSL CS

No
type
MSL CS
2
2
wire
wire
76
76
51
51
0 1.00
-20 0.84

No type, dimension
MSL CS

No
type, dimension
MSL CS

No type
MSL

No type
MSL CS
CS

No
type
MSL

No
type
MSL

No type, dimension
MSL CS
CS
CS

No
type, dimension
MSL CS
Sliding to port:
n.a.
kN
Sliding to stbd:
186 < 0.3429.81 + 2511.00 + 2510.84 = 311
kN
Tipping to port:
n.a.
kNm
Tipping to stbd:
n.a.
kNm
Sliding to fwd:
52 < 0.3(429.81 172) = 72
kN
Sliding to aft:
52 < 0.3(429.81 172) = 72
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 51 of 52
Austral Asia Line

AAL / PAS
Ship: Cape D
Cargo: Pipes on hatch No. 1
Voyage No.:
Mass =
156
12 x 2 x 2
Lpp =
175 m
B=
27.8
m Stowed in
on deck low / high at
0.9
Lpp
GM =
2.0 m
v=
19.4
0.3
n.a. m
n.a. m
Fx = 3.3 0.81 156
417 kN
Fy = 7.0 0.81 1.00 156 + 1 12 3.6 + 1 12 2
952 kN
Fz = 9.2 0.81 156
1163 kN

No type
MSL CS
4
4
wire
wire
120
120
80
80
55
0
0.81
1.00

No
type
MSL CS
4
4
wire
wire
120
120
80
80
55
0
0.81
1.00

No type, dimension
MSL CS

No
type, dimension
MSL CS

No type
MSL

No type
MSL CS
6
wire
120
80
CS

No
type
MSL

No
type
MSL
30
1.02

No type, dimension
MSL CS
wire
120
CS
CS
80
30
1.02

No
type, dimension
MSL CS
Sliding to port:
952 < 0.31569.81 + 4800.81 + 4801.00 = 1038
kN
Sliding to stbd:
952 < 0.31569.81 + 4800.81 + 4801.00 = 1038
kN
Tipping to port:
n.a.
kNm
Tipping to stbd:
n.a.
kNm
Sliding to fwd:
417 < 0.3(1569.81 1153) + 6801.02 = 603
kN
Sliding to aft:
417 < 0.3(1569.81 1153) + 6801.02 = 603
kN
Remarks:
Place: _________________ Date: ____________
Signed for ship: _______________________

Signed for shore: ______________________
Page 52 of 52

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Austral Asia Line

Project Asia Service

Austral Asia Line

Assessment of lifting arrangements ................................................................................................................ 3

Austral Asia Line

Assessment of lifting arrangements

Checking the slinging height

Figure 1.1: Definition of slinging height

Hatch coaming or hatch top

Figure 1.2: Definition of hoisting distance

Austral Asia Line

Strength of lifting arrangement

Figure 1.3: Critical lifting with four independent slings

Austral Asia Line

Austral Asia Line

Asymmetric lifting with two cranes

Austral Asia Line

Example: Mass of cargo unit P = 160 t; mass of traverse T = 20 t; e1 = 8 m; e2 = 12 m; f1 =

Austral Asia Line

Planning the bedding arrangement

Definitions and principles

Table 2.1: Section modules of square timber beams

Net bedding area

Austral Asia Line

Net bedding area

Beams crossing the girders

Determination of the gross bedding area

Austral Asia Line

Less space is needed with the load bridging the distance s:

Austral Asia Line

Cargo unit 120 t

Gross bedding area

Figure 2.6: GBA

Cargo unit 120 t

Gross bedding area

Figure 2.7: GBA

Use of timber and steel beams

Number of required beams n =

for timber beams.

Number of required beams n =

for steel beams.

m = mass of unit in tonnes; g = gravity acceleration 9.81 m/s2; W = section modulus of

Austral Asia Line

Number of required beams n =

for timber beams.

Number of required beams n =

for steel beams.

m = mass of unit in tonnes; g = gravity acceleration 9.81 m/s2; W = section modulus of

Number of required beams n =

for timber beams.

Number of required beams n =

for steel beams.

m = mass of unit in tonnes; g = gravity acceleration 9.81 m/s2; W = section modulus of

Austral Asia Line

Number of required beams n =

Number of required beams n =

m = mass of unit in tonnes; g = gravity acceleration 9.81 m/s2; W = section modulus of

Austral Asia Line

Figure 2.12: Twin beams of steel or timber

Maximum effective length of beam r [m]

Loaded length of beam s [m]

Austral Asia Line

Assembly and strength of securing devices

Terms and definitions