Cargo securing calculations Prof Capt H Kaps, nautical department Bremen Polytechnic, West Germany Subtitle : 4 proposal of @ simplified method to examine the sultabilityof individual cargo securing arrangements within the scope of ron-standardized stowage and securing of cargo in seagoing ships. intreductien In 1987 a vorking group within the 8C Sub-Committee has formulated a draft of new IMO-code of safe practice for stowage and securing of cargo. This draft displays a remarkable organization of the complex problem of securing the variety of to-day cargoes in different types of ships by distinguishing three categories: = standanized stowage and securing systems, = semi-standardized stowage and securing arrangements, = nonestandardized stowage and securing of cargo. \hlle the main distinguishing features of these three categories are the level of standardization of cargo units plus the level of adaptation of the particular ship to the cargo, they also imply different ways of practical decision on proper stowage and securing. In short, with standardized systems the master should follow comprehensive instructions which are based oa precalculations carried out by ship yard or supplier and accepted by authorities. With semi-standardized arrangements it is similar, but the instructions are less comprehensive due to the greater variety of semi-standardized units and therefore given more in form of typical examples. This already demands some degree of interpreting ability on the side of the master and his officers. With non-standardized stowage and securing of cargo there is the full decision process left on the shoulders of the master and his officers to attain a proper cargo stowage and securing at reasonable costs,very often in disagreement with the charterer's supercargo. From this situation good arguments may be substantiated for an internationally ageeed calculation method which, in cases of doubt or discussion, should provide results to be referred 10 a3, good seamanship". ‘The physical nature of the problem is dynamical regarding the origin of forces in securing devices, it is probabilistic regarding the magnitude of forces and it 1s generally undetermined regarding the distribution of forces within a securing arrangement. Thus any type of ‘simple calculation should be considered as dealing with a simplified model of the reality. ‘The necessary simplifications are mainly: = replacing the dynamical process by @ statical situation where the equilibrium of forces and_moments ran be examined, = replacing the probabilistic distribution of external forces by an assumption of peak values, = replacing the deformation dependent distribution of securing forces by a homogeneous distribution with compensation by a safety factor. ‘There are several calculation models existing, in use or proposed. Most of them serve specific surposes, as the securing of containers ‘on adapted ships /1/, /2/ oF the securing of trailers in Ro/Ro-ships /3/- Only few are designed for the use with non-standardized situations Bh ft [An internationally agreed model, which eventually eculd be introduced by the intended IMO-Code, should necessarily fulfil some practical requirements as simple presentation of external forces with consideration of operational parameters, = establishment of safety factors with due regard of type and arrangement of securing devices,- flexibility and transparency of final balance calculation with a ‘simple calculation procedure. {his aim can best be met with an approach being in line with shipboard procedures. Stowage and securing arrangement is established by common sense or thumb rule in the first place. Calculation may then 1 be used in order to examine the suitability of the arrangement. ‘is basic approach can be distinguished from others which give fas a result the required number of particular securing devices or ine required strength of a given number of devices. It seems clear tnat such specislized calculation aims will impair the required lexibitiey. 1, External forces to the cargo, Ie ts not the intention of this paper to introduce a rew physical model for the determination of ship accelerations at a given level of probability. i Yet it may be stated that some of the existing models show deficiencies at i ‘respecting the tendency to stitiness of many newbuilt cargo vessels with order to gain sufficient range of positive righting levers. Therefore they can be considered as stiff at minimum stability conditions. in pructive they ere vory often operated above the required minimum | ase owner | “the ramp model for calculating a transversal acceleration ay shows some influence of short periods of ol, but it is much more dependent | on te roll amplitude. j Om! 6 z ? m/s” 1 ay = 9 sin Gy) om (ABP (mes?) g + acceleration of earth (9.81 m/s”) Anode 573 + vertical distance between cargo unit and roll axis (m) = mt assumed maximum amplitude of roll (rad) ‘ty + period of roll (s)