Contents

Introduction Examples of Damage Caused by Improper Stowage and

Securing of Cargoes

Section 1 Correct Stowage

Section 2 Forces Acting On Cargo

Section 3 Assessing Cargo

Section 4 Securing Methods

Section 5 Container Cargoes

Section 6 Summary

Section 7 Some Exercises on Using the IMO Code of Safe Practice for Cargo
Stowage and Securing
Introduction
Examples of Damage Caused by Improper Stowage and
Securing of Cargoes

Example 1
The need to ensure adequate cargo lashing has been highlighted by an almost
disastrous chain of events onboard a Panama-flagged car carrier off the coast of
South Africa.

The problems began when a forklift broke from its lashings and ran across the deck,
hitting a car and puncturing its fuel tank. Petrol was spilled and ignited by sparks,
and other cars caught light. Smoke from the fire entered the engine-room and,
thinking that the engine was on fire, the engine room crew activated the fire-fighting
equipment. This caused the engine to stop.

The powerless ship then turned beam-on to the heavy seas and the rolling motion
caused cars to break loose and also sent the forklift sliding across the deck - this
time puncturing the side of the ship. In total, as many as 30 cars suffered fire
damage, up to 150 were damaged by collisions and the ship had holes in its hull.

One report on the case concluded: "We hope the captain enjoys paperwork....”

Example 2
‘In an incident several years ago on a small Ro-Ro ship where she’d loaded large
caterpillar pieces of approximately 18 tons each, improperly secured, one of them
broke free on a relatively empty deck. This was the unfortunate part. The unit was
moving about 20 metres across a deck from one side to the other and in the end,
punctured the ship’s hull. Luckily this was above the waterline so the vessel was
able to proceed to a safe port.’

Example 3
‘Containers are still lost with alarming regularity at sea. One of the reasons for that
is the failure to lock the twistlocks securing the corners of the containers. It’s very
easy in a loading port for stevedores to be working extremely quickly, so they may
neglect to lock all the twistlocks. (Another problem is that twistlocks don’t always
lock properly if they’re faulty). There are four twistlocks that distribute the forces
between all four corners. If they fail to lock even just one, one corner of the
container may lift and in a heavy seaway the extent of movement may be such that
the remaining container fittings may be ripped out of the deck or the corner fittings.’
Section 1 Correct Stowage
What are the Basic Categories of Cargo Stowage Systems?
There are three categories of cargo stowage systems for different ships:
• standardised
• Cargo and ship are adapted to each other. Securing arrangements are pre-
calculated according to Class rules and documented in the Cargo Securing
Manual. Masters and officers must follow approved plans and make
permissible deviations. This must always include calculating the stack
weights and checking the lashings. Heavier items should be placed at the
bottom of a stack.

• semi-standardised
• Cargo units are similar to some extent. Pre-calculated securing arrangements
are necessary and results are categorised by simple parameters detailed in
the Cargo Securing Manual. This allows fast and appropriate decisions on
securing measures.

• non-standardised
• Cargo units and break bulk arrangements need individual decisions on
securing measures. Therefore, seafarers must refer to the IMO Code of Safe
Practice for Cargo Stowage and Securing, apply the guidance and, equally,
apply common sense and professionalism. Experience is also necessary.
• Annex 13 of the IMO Code provides guidance for calculation of the suitability
of such non-standardised securing arrangements.

Each of these categories requires its own training programme.

What are the Principal Stowage Patterns Used On Board Ship?

There are three principal stowage patterns:
• cross stowage
• The cargo is tightly stowed against both sides of the cargo space; thus only
limited securing is necessary, e.g. for prevention of longitudinal shifting or for
compacting the surface.
• side stowage
• The cargo is tightly stowed against one side of the space; thus transverse
securing is only necessary to the other side, together with adequate
longitudinal securing. Side stowage may involve items of varying dimension
and weights.
• single stowage
• Cargo is stowed without contact with the ship's sides or ends. The items may
be stowed on deck or in a hold but all will need securing on all sides to
prevent sliding and tipping. Space around them must also be taken into
account. This is the most difficult stowage pattern.
What is the Job of a Cargo Superintendent?
• To assist the Master and the Chief Officer in the loading and discharging
operations of all the cargo that comes on and off the vessel.
• To prepare the stowage plans if they have not been prepared by the ship’s Mas-
ter and/or Chief Officer.
• To liaise with the stevedores ashore about exactly how the ship’s officers
want to load the cargo
• To decide in what sequence the cargo is to be loaded.
• To be available to lend experience during the stowage and securing of the cargo.

What is a Stowage Plan?

• Well managed cargo is stowed according to a detailed stowage plan. It will be
prepared by an experienced load manager (who may be the ship’s Master or
Chief Officer). The stowage plan is commonly prepared ashore at the shipping
company's office or in a terminal-based planning centre, well in advance of the
arrival of the ship. However, the master remains responsible for it and is obliged
to amend the plan as necessary and finally to approve it.
• Stowage plans are governed by several criteria:
• Sufficient stability of the ship at all stages of the voyage at sea or in ports.
• Suitable draught and trim of the ship for each stage of the voyage.
• Distribution of weights within the limits of longitudinal strength.
• No overloading of tank tops, decks and hatch covers.
• Distribution of cargo for efficient loading and unloading in all ports.
• Suitable stowage locations for sensitive cargoes and heavy units.
• Segregation of dangerous goods according to applicable rules.
• Feasibility of effective securing arrangements.

What are the Priorities When Preparing a Stowage Plan?

• The first priority is always the safety of the ship. Everything should be pre-
approved by the ship to make sure it is safe.
• Each plan for the distribution of the cargo within the ship is checked for its ef-
fect on stability, list and trim by the Chief Officer before being sent off to the
stevedores ashore.
• The cargo must be stowed so that it can be easily discharged in the proper order
if calling at a number of ports.
• This avoids shifting - having to move something to get something else out of
the way – which wastes time and money.
• Maximum stowage on board the vessel must be ensured - but always within the
bounds of safety.
• Certain large items will need a lashing plan for securing to the ship’s deck.
• Dangerous cargo must be stowed correctly, in accordance with IMO’s IMDG
code and other guidelines.
• As the stowage plan is inevitably revised, the ship’s officers must be extra vigi-
lant to be certain that the changes are followed correctly and that the ship is be-
ing properly loaded and the cargo secured.
How Can Ships’ Officers Work Effectively with Stevedores to Assist the
Correct Loading of Cargo?
• Study the booking list as it becomes available and make notes on essentials of
proper stowage.
• Have the securing equipment checked by the bosun and remove damaged items
from the deck and cargo spaces to avoid inappropriate use.
• Inspect the cargo at arrival to make sure everything is in order for loading.
• Always work through the stevedores’ foreman - identify the foreman and explain
to him what you want his men to do.
• Take stevedores’ problems into account (eg. ports with fewer resources eg. lack
of equipment, manpower, a railway).
• Make sure that everyone is clear about exactly what is required. If there is any
doubt, make sure that those concerned check with the Chief Officer or Master of
the ship.
• Check how lashing is progressing as you’re loading the cargo. If you fail to check
one piece as it’s loaded, it’s easy for another piece to be loaded either in front or
on top. It’s then difficult or impossible to get to the first piece to check it has been
secured correctly.

What Guidelines should be used by those in Charge of Stowing Cargo On

Board a Particular Ship?
The Cargo Securing Manual is carried on board every ship as part of the Safety of
Life at Sea (SOLAS) requirements. The Manual:
• Contains all the necessary information regarding the correct loading, stowage
and lashing of the cargoes on board the ship.
• Is available to anybody who wishes to see it on board the ship.
• Is particular to the ship, written at the time of building that ship.
• Gives lists of all the lashing equipment which will be carried on the ship.
• Gives details of all the likely cargo types which the ship may carry and how to
lash them properly in accordance with the SOLAS requirements.

What Difficulties Might Be Encountered?

• Pre-arranged stowage plan shows inadequate distribution of cargo, often not re-
flecting suitable cargo handling in subsequent ports.
• Cargo may not be not readily available as needed for loading according to the
plan.
• Cargo weights and dimensions may differ considerably from figures given in
booking lists.
• Heavy cargo units may be offered for shipment without having suitable lifting and
securing points.
Section 2 Forces Acting On Cargo
What Is the Effect on Cargo during Bad Weather?
• During a storm, a ship is subject to tremendous forces. Even experienced sea-
farers do not always fully consider their effect on the cargo. They may sail with it
secured well below the standard that is necessary.
• As a general rule, cargo should be secured for the worst conditions likely to
be encountered on the route.
• If extreme weather is forecast, extra precautions must be taken.
• Vibration due to propeller emergence or slamming shocks of the hull can
reduce the friction in stowage considerably in heavy weather.

What are the Forces Which Affect The Cargo?

The motion of a ship is neither constant nor regular and the effect on the cargo is to
pull and push it in all directions. Specifically, the forces involved are:
• Gravity
• Gravity forces reflect the weight of the cargo:
• Weight presses the cargo to the deck.
• If the ship rolls or pitches, components of the weight act in the transverse and
longitudinal directions of the ship.
• Inertia
• Inertia is the property of each unit of mass to remain at its present state of
motion:
• When the ship rolls, heaves or pitches, the cargo within the ship has a ten-
dency to move and the manner of that movement is affected by the cargo’s
inertia.
• For example, after the bow reaches the highest point in a pitch and starts to
drop, the cargo on hatch No.1 becomes lighter and the friction between the
cargo and the deck reduces.
• Or, if the rolling ship reaches the maximum roll angle and starts to swing
back towards upright, the cargo on deck tends to continue the sideways
movement and to strain its lashings.
• These forces increase with the distance from the centre of pitching or rolling;
thus deck cargo and cargo stowed towards the bow and stern (and higher in
the vessel) are more affected than cargo stowed in the holds and nearer to
the midship section of the ship.
• Dynamic Effects
• Dynamic effects appear if a cargo item is allowed to move and to develop kinetic
energy; if it is then stopped by lashings or other securing devices the inherent ki-
netic energy creates additional forces which can overload a securing arrange-
ment
• In rough seas such movement becomes repetitive and increases as the lash-
ings become looser.
• Even if the distances of movement are only centimetres, a 100 tonne genera-
tor moving at all is a major hazard.
• Wind and Green Seas
• Wind and free water may exert forces on deck cargoes which are stowed in
exposed positions:
• Forces from wind pressure and free water depend on the exposed area of the
cargo.
What Information is Available on Acceleration at Sea?
In its ‘Cargo Stowage and Securing Code and Annexes 1 to 13’, the IMO has
provided information on acceleration at sea using a simple and comprehensive table
showing basic acceleration data in all stowage places in a vessel:
• The data presents maximum values to be expected in the longitudinal,
transverse and vertical direction of the ship.
• To apply to ships of any size, speed and stability characteristics there are simple
correctional factors available.
• Forces from wind pressure and free water must be added if applicable.

Section 3 Assessing Cargo

How Can Cargo Be Assessed Before Loading so as to Anticipate
Problems?
Ships’ officers need to inspect cargo before it is loaded so that they can anticipate
any problems.

The examples shown in the video include the following:

1. A set of pipes:
• May be stored without dunnage
between tiers (see photo). If
dunnage is used between tiers
put substantial timberwork at
the sides to prevent movement.
• Load in layers, putting some dunnage on top to
protect the pipes and to increase the friction to
prevent slipping. Use chocks (wedges).
• To stop any longitudinal movement, block stow it
in and then once the stowage is completed, fill in
any gaps with some timbers to prevent any move-
ment.
• If possible, keep the same diameters in the same block stowage. Mixing dif-
ferent diameters will lead to bigger gaps between the pipework which will al-
low shifting to occur.
• A good block stow within the hold, filling as many of the gaps with timbers as
possible, will mean the final lashing will probably only be some lashing across
the top of the pipework with wires.

2. A lightweight wooden crate:

• Timber casing may not be strong enough to withstand the forces of a sea voy-
age. It may be necessary to return it to the shippers.
• Therefore the contents of the case should be examined to find suitable secur-
ing arrangements.
• These should be used to lash the contents in an appropriate manner (see
section on securing cargo).
• The shipper will often have marked the position of the centre of gravity for a
piece on the outside of the casing.
• Lashings should be placed above the centre of gravity.
3. A bundle of steelwork with web strapping:
• Any web strapping should be checked to ensure that the fastening are secure
• Stevedores should be asked to tighten lashings if necessary
4. A small caterpillar digger:
• In order not to damage paintwork with chain lashings, a rubber pad can be
strategically placed through the lug.
5. Second-hand trucks:
• It’s not enough just to lash the base unit carrying a set of vehicles. When
loading on a trailer, the vehicles can be watched to see if the brakes are
secure. If brakes are poor more lashing can be attached to the individual
vehicles so that they are properly secured.

6. A heavy generator:
• With an unusual lift think well in advance about exactly how you’re going to lash
and secure it before it’s loaded. A lashing plan and diagram should accompany
the load plan.
• Look for lashing points on the piece of cargo to be lifted.
• Either arrange for special lashing equipment to be placed on board
beforehand.
• Or make extra securing points on the ship if there aren’t enough securing
points on the vessel. NB. Any welding must be carried out in advance of
loading cargo and under a permit to work system.

Ask your fellow seafarers for other examples from their own experience

! of awkward cargoes and suggest ways of securing these effectively.

Section 4 Securing Methods
How Can Cargo be Effectively Secured On Board Ship?
These are general points. Detailed information about lashings is provided in the sec-
tion on sliding and tipping given below.
• The tighter cargo is packed the better. If movement occurs due to any space re-
maining, that space will become bigger and allow the movement to increase.
Wood is used for chocking and shoring
• Individual items of cargo can be secured to the decks and bulkheads by various
means including:
• Wire rope lashings tightened by turnbuckles.
• Chain lashings tightened by lever tensioners or turnbuckles.
• Timber shoring.
• Brackets or fittings welded to the deck defective securing equipment must be
discarded but in perfect condition each has a maximum securing load. This is
a percentage of its breaking strength.
• There are no agreed international standards, specifications and practices for
securing. However, the IMO guidelines suggest how much lashing is necessary
and by what method. (See information about the IMO Rule of Thumb on the next
page)
• The necessary number and strength of lashings and other securing devices
depends on the individual item’s size, weight, centre of gravity as well as other
factors. Securing devices should be:
• applied evenly
• attached to the ship, not to other cargo or lashings
• used in a regular, uncomplicated pattern (see the section on lashings below)
• the purpose of these lashings is to prevent cargo moving by counteracting the
forces generated by the ship's motion at sea
• it is normal for some slight movement to occur which must be limited by a per-
manent pre-tension of all lashings
• additional securing of deck cargo may be necessary for compensating for direct
impact from wind pressure and from free water.

What is “The Rule of Thumb?”

The IMO suggests that the total of the Maximum Securing Load (MSL) values of the
securing devices on each side of a unit of cargo (port as well as starboard) should
equal or exceed the weight of the unit. The IMO advanced method should be used
for heavy lifts. The MSL of a lashing consisting of a wire, turnbuckle and shackle is
the lowest MSL figure of all the elements in the lashing, including the deck ring.
 Caption: This item weighs 60 tonnes so each lashing has an MSL
(Maximum Securing Load) of 15 tonnes

How can sliding and tipping be resisted?

• Friction
• Sliding can be resisted to some extent by increasing friction between the bottom
of the cargo and the stowage area; good friction is one of the most efficient se-
curing measures for non-standardized and semi-standardized cargoes.
• If firm ground is not available, make it by using heavy timber.
• Avoid steel to steel contact.
• Dunnage, (strips of wood) can be laid as beds for the cargo.
• Rubber mats and soft boards may also be used effectively.

• Lashings
• Normally, use the IMO Rule of Thumb to decide how many lashings are nec-
essary (see above).
• Position the piece where there is sufficient space for lashings to be led
athwartships, fore and aft and downwards.
• There must be secure pad eyes or other strong anchorage points on the ship
for the lashings to be attached to.
• Lead lashings so that restraint is provided in the athwartships, fore and aft
and downwards directions.
• Keep lashings as short as possible.
• Follow as closely as possible the most direct route between the two points
being connected – avoid ‘spaghetti’.
• Apply lashings which are independent of each other.
• Fasten lashings to secure anchorages on the piece. If these are not available,
use separate lashings, leading to port and to starboard to encircle the piecefas-
ten wire lashings by one of the following two methods:

Either: Form an eye at each end using bulldog grips:

Ensure that the bulldog grips are fitted with the

bridge piece on the live part of the wire.

NB. The maximum securing load of this lashing is 70% of the breaking of the
load wire used.

Or, form a grommet as shown:

In this arrangement, each part under load is taken

around the anchorage point creating friction. It be-
comes a dead end on the other side of the
anchorage point. The bulldog grips are therefore
used to fasten one dead end of wire and one part
under load. That is safe.

NB. The maximum securing load of this lashing is

equal to one-and-a-half times the breaking load of
a single part of the wire used.
• Use turnbuckles, not wires, to set taut the lashings:

• Never use bulldog grips to fasten two parts of wire which are both under di-
rect load.

• Protect the wire along its entire length. Leading a wire around a bar of its own
diameter or smaller can reduce its breaking load by up to 50%.
• Keep things simple. That allows the rule of thumb to be used. A simple
lashing is easier to check and less likely to fail than a complicated
arrangement. Avoid connecting one lashing to another
• Lash cargo to the ship. Avoid lashing cargo to cargo
• Ensure that lashings are balanced:
• The lashing leading forwards must equal those leading aft
• The lashings leading to port must equal those leading to starboard.

NB the ‘Rule of Thumb’ (see page 9) may require an uneven number of

lashings on each side of the piece. In order to apply those evenly, one
more lashing should normally be used, i.e. 3 becomes 4; 5 becomes 6
etc.
 • Check the security and tightness of lashings soon after leaving port and
again at regular intervals during the passage
• Take particular care with cargo which may roll eg. pressure vessels,
excavators, reels of cable. Stow these so that the tendency is to roll fore
and aft. Use chocks
• Also take particular care with cargo which has a high centre of gravity, eg.
tractors, types of pressure vessels
• Lashings must be distributed so that about 40% of their total capacity acts to port
and 40% to starboard while the remaining 20% should be divided evenly to fore
and aft.
• Longitudinal sliding can also be prevented by longitudinal components of
transverse lashings (see Figure 1).
• Vertical lashing angles should not be greater than 60°, better below 45°.
• Steep lashings and friction loops which only increase friction if well pre-
tensioned do not contribute to sliding prevention (see Figure 2).
• However cargo units with high centre of gravity may need also steep lash-
ings against tipping (see Figure 3).
• Cargo units without securing points should be secured by half loop lash-
ings or lashings attached to head loops (see Figure 4).
• Additional securing of deck cargo may be necessary for compensating the
direct impact from wind pressure and from free water.
• Shoring
• Timber shores can be used with advantage, if the distance from the cargo unit to
a rigid part of the ship is not too great and if the cargo unit has a robust surface
(see Figure 3).
• Shores must be fitted tightly and protected against falling loose
• Preparing shores requires skilled workers and takes time.

fore

top
view

aft
Figure 1: Ideal lashings against transverse and longitudinal sliding
 Figure 2: Do not lash with friction loops!

port starboard

steel beams for

timber
load spreading
shores

60°

Figure 3: Steep lashings for prevention of transverse tipping; timber shores

for prevention of transverse sliding
 head loops

fore

aft
horizontal half loops

Figure 4: Wooden box in single stowage secured with horizontal half loops
and lashings to head loops; corners are strengthened to avoid damage to the
box

Figure 5: Never use ineffective loop lashings like these "silly loops"

• Remember: How many turns would you take on a capstan to get a good pull?
Four at least. Look how many turns this loop provides? Just a bit more than one.
One such loop pretends to be two independent lashings. But it isn't true. It's no
lashing at all, it's a silly loop!
How Can Heavy and Awkward Cargoes Be More Effectively Secured?
• Heavy wooden crates should have their weight and centre of gravity clearly
marked. On board they can be wedged in with other similar cargo or lashed to
bulkheads with steel rope and clamps
• Large cylindrical coils are most effectively secured with two half loops, attached
to the deck on either side at 45 degrees.
• Lashing cargo on MAFI trailers depends on weight. Lashings should be even
and used according to MSL (maximum securing load) guidelines
• The size and weight of cargo on trailers also govern the number of lashings.
However, the angles used are as indicated in the IMO guidelines (see
information given below on angles to be used when securing large items)
• With loading awkward shapes - for example, a set of pipes - make sure you
block stow it in as few spaces as possible.
• put wooden battening around the side of the hold for the pipes to lie up
against
• load in layers, putting some dunnage on top to protect the pipes and to in-
crease the friction to prevent slipping
• to stop any longitudinal movement, block stow it in and then once the stow-
age is completed, fill in any gaps with some timbers to prevent any move-
ment
• if possible, keep the same diameters in the same block stowage. Mixing dif-
ferent diameters will lead to bigger gaps between the pipework which will al-
low shifting to occur
• a good block stow within the hold, filling as many of the gaps with timbers as
possible, will mean the final lashing will probably only be some lashing across
the top of the pipework with wires.

NB. It is better to leave behind an item which cannot be safely secured.

How Can a Large Object of Awkward Size be Properly Lashed?

• This 3 tonne digger on a typical Ro Ro ship should first be placed on a timber
base or rubber mat.
• The lashings to oppose transverse forces should be equal to about 80% of the
overall securing effort.
• Further lashings to oppose fore and aft forces angled at no more than 30 de-
grees athwartship should equal the remaining 20 % of the overall securing effort.
• Vertical angles should not exceed 60 degrees.
What Precautions Can Be Taken to Make Sure that Cargo Remains Securely
Lashed While at Sea?
• Check lashings at least once a day
• Re-tighten the lashings if necessary, but also re-tighten the wire clips
• Look for chafing of wires at corners and edges and stuff them with timber
• Put additional lashings on if heavy seas are expected, especially on deck
• Check timber shores for shrinkage due to drying and drive home all the wedges
• Always bear in mind the safety of personnel during such checks.

Section 5 Container Cargoes

How Can Containers be Properly Secured?
• They must be properly secured in accordance with the plans prepared by the
shipbuilder. Stow the heavier containers lower down the stack
• Twistlocks are designed to lock containers together in a stack. They can resist
vertical forces to avoid tipping and horizontal forces to avoid sliding. They must
be correctly locked:
• Locking mechanisms wear over time and will need replacing as necessary.
Damaged twistlocks need to be identified and any broken twistlocks placed in
a separate bin as soon as they’re found to ensure that they don’t come back
into the system.
• Somebody responsible needs to be on deck at all times, supervising the
stevedores loading the containers and insisting on the requisite number of
twistlocks and insisting that they’re locked.
• If time allows before sailing, all the containers must be checked to ensure
that the twistlocks have been locked on completion of cargo loading.
• Further securing can be obtained on deck by lashing rods in a cross formation.
• The efficiency of all lashings needs to be checked throughout a voyage as
hundreds of containers are lost overboard each year.
• Loose lashings are ineffective lashings and must be regularly tightened. Once
one breaks the force is then split among the remaining lashings. This can lead to
the other lashings going as well.
Section 6 Summary
• Have a plan that takes into account both ship stability and cargo safety
• Make sure loads are placed according to the plan
• Check the stevedores’ work
• Make sure that all lashings are correctly positioned and tightly secured
• Ensure that all cargo is tightly stowed
• Insist on personal safety during loading. Stevedores must be asked to wear
proper safety clothes
• Take the time to check everything thoroughly.

Section 7 Some Exercises on Using the IMO Code of Safe Practice

for Cargo Stowage and Securing
Annex 13 to the CSS-Code provides a ‘Rule of Thumb’ for assessing securing
arrangements. This rule applies to nearly any size of ship and all possible stowage
locations. Securing in accordance with the ‘Rule of Thumb’ errs on the side of
caution (see page 9).

For heavy cargo units in larger ships and in more favourable stowage positions the
use of the ‘Rule of Thumb’ may cause overlashing. For economical reasons the An-
nex 13 offers a so-called "advanced calculation method" which enables to check
whether a securing arrangement is adequate or not. The method is to be applied in
three steps:

1. Determine 2. Assess strength of

external forces securing arrangement

3. Check balance of
forces and moments

The following examples are given and explained on the premises that the
reader of this Reference has the IMO CSS-Code and the amended Annex 13 at
hand.

Example 1:
To start with a simple case, the securing of a bundle of steel beams as shown in the
video.

Step 1: The bundle of a total mass m = 60 t is placed in a side stowage pattern in

the lower hold at 0.4 of the length of a ship.

Ship data: Length Lpp = 120 m; breadth B = 22.6 m; metacentric height GM = 1.2
m; speed v = 15 knots.
Basic acceleration data are taken from Table 2 of the Annex 13 at the given stow-
age position: ax = 1.5 m/s2; ay = 5.0 m/s2; az = 4.3 m/s2. The correction factor from
Table 3 is 0.89 taken for the length Lpp of 120 m. The relation B/GM is 18.8 which is
greater than 13. Thus no additional factor from Table 4 is required for the transverse
acceleration. The external forces Fx, Fy and Fz are obtained by multiplying the cor-
rected accelerations with the mass m of the cargo:
Fx = 1.5 ˜ 0.89 ˜ 60 = 80 kN
Fy = 5.0 ˜ 0.89 ˜ 60 = 267 kN
Fz = 4.3 ˜ 0.89 ˜ 60 = 230 kN

Step 2: The steel beams are stowed on timber dunnage. There is also dunnage be-
tween the layers of beams. Thus the friction coefficient P = 0.3 is applicable.
There are two half loop lashings which are graded to have a maximum securing
load MSL of 63 kN each. The calculation strength CS is therefore 63/1.5 = 42 kN.
The upper part of each loop has a vertical angle of minus 20° because is pulls up-
wards. The applicable f-value of this part is 0.84 taken from Table 5. The lower
part of each loop has an angle of 0°, resulting in an f-value of 1.00. There are two
upper parts and two lower parts. Protection at corners to avoid chafing are applied.
There are no extra longitudinal lashings.

CS
- 20°

Fy

CS

Step 3: The balance calculations are carried out only for transverse sliding and lon-
gitudinal sliding. Tipping does not appear critical in this case.

Transverse sliding according to 7.2.1 of the Annex 13:

267 d 0.3 ˜ 60 ˜ 9.81 + 2 ˜ 42 ˜ 0.84 + 2 ˜ 42 ˜ 1.00 kN
267 < 177 + 71 + 84 kN
267 < 332 kN This is sufficient !

Longitudinal sliding according to 7.2.3 of the Annex 13:

80 d 0.3 ˜ (60 ˜ 9.81  230) kN
80 < 108 kN This is sufficient !

Example 2:
A transformer is stowed in the lower hold as shown in Figure 3 on Page 14 and se-
cured by lashings and timber shores. Transverse tipping may be also critical be-
cause the height of the centre of gravity is greater than the transverse base.

Step 1: Ship: Lpp = 130 m; B = 22.8 m; GM = 1.5 m; v = 18 kn.

Cargo unit: m = 112 t; stowage position is lower hold at 0.3 of the length.
Correction factor for length and speed is 0.94, but no correction for B/GM is needed.
Fx = 1.5 ˜ 0.94 ˜ 112 = 158 kN
Fy = 5.1 ˜ 0.94 ˜ 112 = 537 kN
Fz = 5.0 ˜ 0.94 ˜ 112 = 526 kN

Step 2: The transformer is stowed on steel bars for load spreading with timber
planks between tank top and steel bars and between steel bars and transformer.
Thus P = 0.3.
Transverse sliding will be prevented by four timber shores of 400 cm2 cross-section
on each side of the transformer with suitable battens for load spreading. These
shores provide an MSL of 4-times 400 ˜ 0.3 = 480 kN according to paragraph 4.2 of
the Annex 13, which rates 0.3 kN per cm2. The calculation strength CS is 480/1.5 =
320 kN.
Transverse tipping will be prevented by four lashings on each side, graded with 90
kN MSL and 60 kN CS each. The vertical lashing angles are 80°. These lashings
will be excluded from the transverse sliding balance due to their steepness. The
levers a, b and c for the tipping balance (see sketch) are: a = 3.3 m; b = 1.3 m; c =
3.7 m.
Longitudinal sliding shall be prevented by bottom friction and by longitudinal compo-
nents of the steep lashings to forward and aft. These components have a vertical
angle of 60° and therefore obtain an f-value of 0.76.

CS Fy

c
tipping
axis

b
Step 3: The balance calculations are carried out for transverse sliding, transverse
tipping and longitudinal sliding. Due to a symmetrical arrangement only one of each
balances needs to be calculated.

Transverse sliding according to 7.2.1 of the Annex 13:

537 d 0.3 ˜ 112 ˜ 9.81 + 320 kN
537 < 330 + 320 kN
537 < 650 kN This is sufficient !

Transverse tipping according to 7.2.2 of the Annex 13:

537 ˜ 3.3 d 1.3 ˜ 112 ˜ 9.81 + 4 ˜ 60 ˜ 3.7 kN˜m
1772 < 1428 + 888 kN˜m
1772 < 2316 kN˜m This is sufficient !

Longitudinal sliding according to 7.2.3 of the Annex 13:

158 d 0.3 ˜ (112 ˜ 9.81  526) + 4 ˜ 60 ˜ 0.76 kN
158 < 172 182 kN
 158 < 354 kN This is sufficient !

Example 3:
A heavy wooden box containing machinery is stowed in the tween deck as shown in
figure 4 on Page 15 and secured by half loops and lashings attached to head loops.

Step 1: Ship: Lpp = 160 m; B = 25.6 m; GM = 2.6 m; v = 16 kn.

Cargo unit: m = 58 t; stowage position is tween deck at 0.5 length.
Correction factor for length and speed is 0.76; B/GM = 9.8 gives an additional factor
for the transverse acceleration of 1.10 from Table 4 of the Annex 13.

Fx = 2.0 ˜ 0.76 ˜ 58 = 88 kN
Fy = 5.4 ˜ 0.76 ˜ 1.10 ˜ 58 = 262 kN
Fz = 4.3 ˜ 0.76 ˜ 58 = 190 kN

Step 2: The box is stowed on timber dunnage. Thus P = 0.3. There are in total two
horizontal half loops and four lashings attached to head loops. All lashings are
graded to have an MSL of only 48 kN and a CS of 32 kN, reflecting the weakness of
the wooden box. The vertical lashing angle of the half loops is 20°, providing an f-
value of 1.04 and that of the other lashings is 45° with an f-value of 0.91. The cor-
ners of the box are strengthened by nailed on timber planks. There are no extra lon-
gitudinal lashings or shores.

Step 3: The balance calculations are carried out only for transverse sliding and lon-
gitudinal sliding. Tipping does not appear critical for this box.

Transverse sliding according to 7.2.1 of the Annex 13:

262 d 0.3 ˜ 58 ˜ 9.81 + 2 ˜ 32 ˜ 1.04 + 2 ˜ 32 ˜ 0.91 kN
262 < 171 + 67 + 58 kN
262 < 296 kN This is just sufficient !

Longitudinal sliding according to 7.2.3 of the Annex 13:

88 d 0.3 ˜ (58 ˜ 9.81  190) kN
88 < 114 kN This is sufficient !

Example 4:
A heavy piece of industrial plant, as shown in Figure 1 on Page 13 is stowed on No.
2 hatch top.

Step 1: Ship: Lpp = 140 m; B = 24 m; GM = 1.6 m; v = 18 kn.

Cargo unit: m = 96 t; stowage position is on deck low at 0.7 length. The dimensions
are: l = 11.3 m, b = 6.2 m, h = 4.4 m.
Correction factor for length and speed is 0.76, but no correction is needed for B/GM.
The additional longitudinal force from wind pressure is 1 ˜ 6.2 ˜ 4.4 = 27 kN and for
free water 1 ˜ 6.2 ˜ 2 = 12 kN. The additional transverse force from wind pressure is
1 ˜ 11.3 ˜ 4.4 = 50 kN and for free water 1 ˜ 11.3 ˜ 2 = 23 kN.
Fx = 2.9 ˜ 0.89 ˜ 96 + 27 + 12 = 287 kN
Fy = 6.5 ˜ 0.89 ˜ 96 + 50 + 23 = 628 kN
 Fz = 7.6 ˜ 0.89 ˜ 96 = 649 kN

Step 2: The unit is stowed on timber dunnage. Thus P = 0.3. There are in total six-
teen lashings attached to the unit, eight to port and eight to starboard. All lashings
are graded to have an MSL of 80 kN and a CS of 53 kN. The D-rings on the unit
have an MSL of 180 kN. So two lashings may be applied to each ring. The vertical
lashing angle is by average 40°, providing an f-value of 0.96. Four lashings to each
side have longitudinal components by showing a horizontal lashing angle of about
30° (see Figure 1). These longitudinal components shall be used for the longitudinal
sliding balance with only 0.5 ˜ CS according to the remark in 7.2.3 of the Annex 13.

Step 3: The balance calculations are carried out only for transverse sliding and lon-
gitudinal sliding. Tipping does not appear critical for this unit.

Transverse sliding according to 7.2.1 of the Annex 13:

628 d 0.3 ˜ 96 ˜ 9.81 + 8 ˜ 53 ˜ 0.96 kN
628 < 283 + 407 kN
628 < 690 kN This is sufficient !

Longitudinal sliding according to 7.2.3 of the Annex 13:

287 d 0.3 ˜ (96 ˜ 9.81  649) + 4 ˜ 0.5 ˜ 53 ˜ 0.96 kN
287 > 88 + 102 kN
287 > 190 kN This is not sufficient !

This securing arrangement needs some upgrading by attaching at least two longitu-
dinal lashings to fore and another two to aft.

There are no examples given for Figure 2 on Page 14 (friction loops) and Figure 5
on Page 15 (silly loops). These figures show lashing arrangements which do not rely
on the strength of the lashings. Their securing effect only depends on the uncertain
pre-tension, obtained by the arm strength of the lasher and largely lost during ship
motions at sea. Therefore the advanced calculation method is not applicable for
such arrangements, neither is the ‘Rule of Thumb’.

IMO documents:
CSS-Code: ISBN 92-801-1290-2; IMO publication sales No. IMO-292 E
Annex 13: ISBN 92-801-1328-3; IMO publication sales No. IMO-295 E