The Basics of Cargo Lashing and

Securing on Ships
By Bikram Singh | In: Marine Safety | Last Updated on October 7, 2017

Cargo is loaded onto a ship when she is floating steadily in the water, upright, or with a
practical trim astern. When the ship sails out to sea, it encounters external forces which
result in to six forms of motions acting on the ship. These motions are a threat
especially for those ships which require cargo lashing and securing it on the open deck
(Container ships).

To know more about forces and stability of ships read Parametric rolling in container
ships and Intact and Damage Stability of Ships.

If the storage of cargo is not secure enough then there is no escape from the behavior
of the seas and the wind once they show their rage. This in result takes a toll on the
loaded cargo, causing damage to other cargo in the vicinity or to the vessel’s structures
and fittings and even throwing the cargo overboard. Improper cargo lashing and failure
to adhere to the procedures required for cargo stowage on ships is dangerous to
property, life and environment at sea.
 Credits: Danny Cornelissen/wikipedia.org

To know more about cargo container lashing and stowage on ships, read Planning
Cargo Container Stowage and how to take care of cargo on container ships?

To avoid getting into situations like these the responsible personnel on board should be
competent enough to plan and uphold safe carriage of the cargo at all times. This is
done by proper planning of container lashing and securing.

Read more about the importance of container lashing here.

Let’s have a look at a few components that are vital for understanding the importance of
proper cargo lashing.

Basic Reasons of Loss or Damage to the Cargo

Credits: Danny Cornelissen/wikipedia.org

1. Severe and adverse weather conditions and lack of appreciation of the various
forces implicated– Various conditions of the Beaufort wind scale not taken into
account as the vessel encounters the worst at any given moment. Responsible
personnel looking after the carriage of the cargo sometimes fail to foresee the ship’s
characteristics and bad weather behavior
2. Lack of knowledge of relevant rules and guiding recommendations – Failure to
follow the guidelines or the regulations for cargo lashing and securing may spell
catastrophe

3. Cost control pressures – The economy downfall leads to cost cutting procedures
which in turn means less quality cargo securing work

4. Inadequate time and personnel to complete the securing cargo before

departure – Due to excessive paperwork and short port turn-around, basics of cargo
lashing and handling on ships are sometimes overseen

5. Basic seamanship techniques not applied adequately for total immobility of the
cargo – Dunnage not utilized in an effective manner or for that matter taking lashing
materials around sharp edges which causes them to part or even insufficient force,
steadiness and/or number of lashings

6. Improper usage of the cargo securing gear – Wire loops and eyes made up
wrongly. Lack of knowledge in the use of bull dog grips, bottleneck screws, wire
slings/strops, etc.

7. Lack of continuity in strength between the various securing components –

Ship’s overall characteristics and age of construction play a major role in effective cargo
work

8. Incorrect of unbalanced stowage and inadequate weight distribution –

Inadequate stability and control measures taken

Points to remember while securing cargo

1. A good tight stowage of cargo containers on ships may avoid the need to totally
secure it, provided the cargo is adequately packaged and there are no heavy
components
2. Bulky and heavy units may still be required to be secured even if the space around
them is filled with other cargo. Particular attention should be paid to the chances of
such units sliding or tripping

3. A number of units can be secured or lashed together into one block

4. Permanent securing points on the cargo should be used, but it must be remembered
that these securing points are intended for inland transport and may not necessarily be
suitable for securing other items onboard ships

5. Independent lashings must only be secured properly to suitable strong points of the
ships fittings and structure, preferably onto the designated lashing points

6. Cargo lashings must be taut and as short as possible for a better hold

7. If possible the multiple lashings to one item of cargo should be kept under equal
tension. The integration of different material components having different strengths and
elasticity should be completely avoided

8. Cargo lashings must be able of being checked and tightened when on a passage

9. Lashings should be enough so as to prevent the loads from moving when the ship
rolls through 30 degrees with 13 second duration

10. Tightening the cargo down to the ship will add to a great deal in securing it
completely before it shifts

Commonly used Cargo Securing Arrangements for

Dry Cargo
1. Lashing is a general term that is used to on behalf of all the securing
arrangements onboard: It includes ropes, wires, webbings, bandings, strapping or
chains, bottle screws and other patent tensioning devices mostly used on container
ships

2. Tomming: Construction of a support of square section softwood framework, which

chocks off the cargo against ship’s structure or other cargo

3. Filling: Use of air bags, empty pallets, old tyres, etc. to fill the voids and broken
stowage between items of cargo and between cargo and ship’s structures

4. Anti skid: Flat-boards are used to increase frictional capabilities of the cargoes

5. Binding: Even out a stow with dunnage to make several units into one block. Also
stowing bags or cartons in different directions in each layer forms a self-locking slab
which is a tight stow for shifting cargoes

6. Structural Modifications: Very heavy and uncomfortably shaped cargo may be

secured by welding the unit directly to the ship’s structure or by fabricating a steel
framework or other support or chock which is permanently attached to the ship’s
structure

Basics of Safe Slinging

1. When loads are lifted on a sling the general idea is to get the load to be as secured in
the air as it was on ground

2. The loads must be satisfactorily secured by the slings

(a) Loads are completely contained by the slings (e.g. Bags in nets)

(b) Use fixed lifting pendants or lugs if available

(c) Ropes or wire slings must be completely wrapped around the loads – no loads
should be left resting in loose bights of the line
(d) When using specialized components, they must be properly attached to the cargo,
and the manufacturer’s instructions should be followed

3. The slings must be sufficiently attached to the lifting appliances

4. The loads must be slung so that they will not collapse or change form when they are
lifted

5. The load must not damage the sling, possibly causing the slings to part. Use stuffing
or padding at susceptible points or sharp edges

6. Ensure that the loads are not to be damaged by the sling

7. All lifting parts should have their pivoting points as near to the vertical as possible for
a clean lift by the crane
CARGO SECURING - DIFFERENT METHODS
Securing of cargo can be made by any or in a combination of the following methods:

 Blocking
Examples of blocking: front wall, wedges, dunnage bags, chocks and beams.
 Lashings
Examples of lashings are web lashings, loadbinders with chain and fixed winches. The equipment
can be used in different applications e.g. top-over lashings (friction lashing), direct lashings and
loop lashings.
 Locking
Means that the cargo is mechanically locked to the load bearer. One example is twistlock for
containers.

Different kinds of lashings

Web lashings
To use a web lashing, or textile lashing, is one of the most common ways of securing cargo. One method
that is often used is a top-over lashing (friction lashing). When using a top-over lashing the cargo is
pressed down against the load carrier by the tensioning force built up in the lashing, simplified one could
say that the weight is “increased”. This combined “weight” in interaction with the actual friction between
the cargo and the load carrier's surface prevents the cargo from sliding. This type of lashing is also used
to prevent cargo from tipping and/or to wander.

The tensioning force for the current lashing can be found on the marking (label) of the lashing and is
called STF. When using the lashing as a direct lashing or a loop-lashing the strength in straight pull is
used. When doing so the LC, or Lashing Capacity, is used.

Chain lashings
A chain lashing is used in the same way as a web lashing with the distinction that it is more commonly
used as a direct lashing. With a chain lashing in G80 or G100 much higher values for LC and STF are
reached.

Fixed winches
Fixed winches are often mounted on the outside of the load bearer. The can be of a simple configuration
with a slotted axis, tensioning device and locking or a little bit more advanced being encapsulated
containing a web storage. They can be bolted or welded in place.

Click here to see our range of Lashings.

The making of lashing equipement

The choice of lashing is decided by what kind of cargo to be secured and also of what kind of load carrier
that will carry the cargo (rail, road, sea etc.)

Since May 2001, lashing equipment, with few exceptions *, has been manufactured in accordance with
EN-12195 ** in all EU countries. Since May 20, 2018, the European Directive 2014/47 / EC states that the
equipment shall fulfill a number of listed standards or otherwise be certified, including EN 12195 **. The
Swedish regulations contain this directive in the TSFS 2017: 25

* e.g.a lashing on board a ship can be marked and constructed in a different way.
** EN 12195-2 for synthetic lashings, EN 12195-3 for chain lashings.

The marking of a lashing equipement

Lashing equipment must be provided with a marking that at least contains the following information:

Lashing capacity (LC)

The lashing value allowed to calculate with, received by a straight pull in the endfittings. This value is
used when the lashing is used as a direct lashing or loop-lashing. The value is given in daN for web
lashings, and kN for chain lashings.
1 daN ≈ 1 kg
1 kN = 100 daN ≈ 100 kg

Standard Hand Force (SHF)

The Standard Handeling Force the ratchet is designed for. Normally this is 50 daN (50 kg).

Standard Tension Force (STF)

Indicates the tensioning force received when the ratchet is handled with the given SHF (normally 50 daN).
It is this value that is used calculating the need for top-over lashings (friction lashings).

Webbing and chain identification

On the label (or marking tag) is also noted what material the webbing is made of or what grade the
loadbinder and chain is made of.

Breaking Strength (BS)

The breaking strength is the force a new lashing shall withstand in straight pull. Which means that if the
hooks are to be pulled straight away from each other the lashing shall perform at least the breaking
strength stated.
In general Forankra does not quote this value on our lashings. If you still want to know the approximate
breaking strength for a synthetic lashing, the indication is that the lashing must be able handle at least the
double LC value without breaking.
Chapter 02 Principles of safe stowage and securing of
cargoes
Ingangsdatum: 01-07-1996

Permanente link

02.01 Suitability of cargo for transport

Ingangsdatum: 01-07-1996

Cargo carried in containers, road vehicles, shipborne barges, railway wagons and other
cargo transport units should be packed and secured within these units so as to prevent,
throughout the voyage, damage or hazard to the ship, to the persons on board and to the
marine environment.

Permanente link

02.02 Cargo distribution

Ingangsdatum: 01-07-1996

2.2.1 It is of utmost importance that the master takes great care in planning and supervising
the stowage and securing of cargoes in order to prevent cargo sliding, tipping, racking,
collapsing, etc.

2.2.2 The cargo should be distributed so as to ensure that the stability of the ship
throughout the entire voyage remains within acceptable limits so that the hazards of
excessive accelerations are reduced as far as practicable.

2.2.3 Cargo distribution should be such that the structural strength of the ship is not
adversely affected.

Permanente link

02.03 Cargo securing arrangements

Ingangsdatum: 01-07-1996

2.3.1 Particular care should be taken to distribute forces as evenly as practicable between the
cargo securing devices. If this is not feasible, the arrangements should be upgraded
accordingly.

2.3.2 If, due to the complex structure of a securing arrangement or other circumstances, the
person in charge is unable to assess the suitability of the arrangement from experience and
knowledge of good seamanship, the arrangement should be verified by using an acceptable
calculation method.

Permanente link
02.04 Residual strength after wear and tear
Ingangsdatum: 01-07-1996

Cargo securing arrangements and equipment should have sufficient residual strength to
allow for normal wear and tear during their lifetime.

Permanente link

02.05 Friction forces

Ingangsdatum: 01-07-1996

Where friction between the cargo and the ship's deck or structure or between cargo
transport units is insufficient to avoid the risk of sliding, suitable material such as soft
boards or dunnage should be used to increase friction.

Permanente link

02.06 Shipboard supervision

Ingangsdatum: 01-07-1996

2.6.1 The principal means of preventing the improper stowage and securing of cargoes is
through proper supervision of the loading operation and inspections of the stow.

2.6.2 As far as practicable, cargo spaces should be regularly inspected throughout the
voyage to ensure that the cargo, vehicles and cargo transport units remain safely secured.

Permanente link

02.07 Entering enclosed spaces

Ingangsdatum: 01-07-1996

The atmosphere in any enclosed space may be incapable of supporting human life through
lack of oxygen or it may contain flammable or toxic gases. The master should ensure that it
is safe to enter any enclosed space.

Permanente link

02.08 General elements to be considered by the master

Ingangsdatum: 01-07-1996

Having evaluated the risk of cargo-shifting, taking into account the criteria set out in 1.5, the
master should ensure, prior to loading of any cargo, cargo transport unit or vehicle that:
.1 the deck area for their stowage is, as far as practicable, clean, dry and free from oil and
grease;
.2 the cargo, cargo transport unit or vehicle, appears to be in suitable condition for
transport, and can be effectively secured;
.3 all necessary cargo securing equipment is on board and in good working condition; and
.4 cargo in or on cargo transport units and vehicles is, to the extent practicable, properly
stowed and secured on to the unit or vehicle.

Permanente link

02.09 Cargo stowage and securing declaration

Ingangsdatum: 01-07-1996

2.9.1 Where there is reason to suspect that a container or vehicle into which dangerous
goods have been packed or loaded is not in compliance with the provisions of regulation
VII/5.2 or 5.3 of SOLAS 1974, as amended, or with the provisions of section 12 or 17, as
appropriate, of the General Introduction to the IMDG Code, or where a container packing
certificate/vehicle packing declaration is not available, the unit should not be accepted for
shipment.

2.9.2 Where practicable and feasible, road vehicles should be provided with a cargo stowage
and securing declaration, stating that the cargo on the road vehicle has been properly
stowed and secured for the intended sea voyage, taking into account the IMO/ILO
guidelines for packing cargo in freight containers or vehicles. An example of such a
declaration is given hereunder. The vehicle packing declaration, recommended by the IMDG
Code (see 2.9.1), may beacceptable for this purpose.

Example

Cargo stowage and securing declaration

Vehicle No. .......................................................
Place of loading ..................................................
Date of loading ...................................................
Commodity(ies) ....................................................

I hereby declare that the cargo on the above-mentioned vehicle has been properly stowed and
secured for transport by sea, by taking into account the IMO/ILO Guidelines for Packing Cargo
in Freight Containers or Vehicles.

Name of Signatory ..................................................

Status .............................................................
Place ........................ Date ...........................
Signature on behalf of the packer ..................................
Remarks: ........................................................... ....................................................................
.................................................................... ....................................................................

Permanente link
Permanente link
Cargo handling procedure for general cargo
ship

It would be normal practice for the Chief Officer to be provided with

the cargo manifest by the ship’s agents at the last port of discharge
or the next Loading Port. Inspection of this would subsequently
provide details on all cargo parcels, inclusive of the tonnages and
the destination of said cargo. This would then allow a loading plan
to be constructed, preferably prior to arrival. In any event the Chief
Officer would note special items on the manifest, in particular:

(i) Hazardous cargoes;

(ii) Heavy Lift cargo;

(iii) Valuable/special cargoes.

The Chief Officer is responsible for the safe handling, loading and
discharge of the ship’s cargo, and to achieve this safely and
satisfactorily he would carry out the following activities and duties:

1. Having obtained the details of tonnages/capacities of cargo from

the manifest, the Chief Officer would develop an appropriate loading
plan for the ship, to give a hold distribution of the cargo, to allow
multiple hatch discharge.

2. The Chief Officer would carry out a ship stability assessment,

taking into account the appropriate tonnages, together with bunker
capacity, stores and ballast arrangements.This assessment would be
expected to confirm an appropriate ‘GM’ for the vessel, and ensure
that the vessel does not infringe loadline regulations while on
passage.

3. Prior to commencing loading cargo the Mate would order the

cleaning of all cargo spaces, the testing of bilges, checks on hold
lighting, ventilation, and general hold conditions, inclusive of spar
ceiling and dunnage arrangements. (NB. One of the Chief Officer’s
tasks is to order clean dunnage as for the ship/cargo requirements).

4. The Chief Officer would act in a supervisory role of a junior cargo

officer and ensure that the cargo plan was being correctly
constructed during any loading period.

5. Where special cargo is to be loaded, the Chief Officer would be

expected to take a positive role to ensure adequate loading facilities
are provided and correct stowage is available, i.e., heavy lift
derricks rigged correctly, tally clerks available if required, etc.

6. Documentation on specific cargoes, such as hazardous parcels,

live stock, or valuables would be obtained and administered by the
Chief Officer.

7. The Ships Mate would monitor the draught and ensure that the
Loadline regulations are not infringed causing the marks to be
submerged below the summer loadline. He/she would order the
density of dock water to be obtained and take into account the Dock
Water Allowance.

8. Any damaged cargo received on board would be noted and the

Bill of Lading would need to be endorsed. Similarly, on receipt of
special cargo the Chief Officer may be called on to issue a ‘Mates
Receipt’ for cargo delivered on board.

9. In conjunction with junior cargo officers the Mate would ensure

that all cargo is stowed correctly and secured in the stowed position
against all expected ship movement when at sea.

10. His/her duties include the despatch of all the relevant cargo
documentation including the cargo plan to the company agents prior
to sailing departure.

Suitable safety nets or temporary fencing should be rigged where

personnel have to walk or climb across built-up cargo, and are
therefore at risk of falling.

When deck cargo is stowed against and above ship's rails or

bulwarks, a wire rope pendant or a chain, extending from the ring
bolts or other anchorage on the decks to the full height of the deck
cargo, should be provided and used to save personnel having to go
overside to attach derrick guys and preventers directly to the
anchorages on the deck.

Where beams and hatch covers have to be removed at intermediate

ports before surrounding deck cargo is unloaded, an access space at
least one metre wide should be left adjacent to any part of the
hatch or hatchway that is to be opened. If on deck this is
impracticable, fencing or lifelines should be used to enable seamen
to remove and replace beams and hatch coverings in safety.

In the `tween decks, guidelines should be painted around `tween

deck hatchways at a distance of one metre from the coamings.

Personnel undertaking duties in cargo spaces should move with

caution over uneven surfaces or over loose dunnage and be alert to
protrusions such as nails etc.

Where vessels have been built with corrugated bulkheads

precautions such as suitable rails, grids or nets should be erected to
prevent cargo handlers or other personnel from falling into the
space between the rear of the corrugation and the stowed cargo.

Where work is being undertaken on or near the cargo `face', the

`face' should be secured against collapse, especially where bagged
cargo may be bleeding from damage. Where it is necessary to
mount a `face' a portable ladder should be used, properly secured
against slipping or shifting sideways, or held in position by other
personnel. When work is undertaken in areas where there is a risk
of falling, safety net(s) should be erected. Such nets should not be
secured to hatch covers.

Personnel should be aware that cargoes may have been fumigated

at other points in the transport chain, and there is a risk of that
toxic fumes may build up in enclosed spaces.

Preventing Ships hull/structure damage during cargo

operation

All damages should be reported to the ship's Master. Where hull

damage is identified, which may affect the integrity of the hull
structure and the seaworthiness of the ship, the ship's owner and
classification society must be informed.

A general inspection of the cargo spaces, hatch covers and deck is

recommended to identify any physical damage of the hull structure.
Any structural damage found is to be reported to the classification
society and for major damage, cargo operations are not to be
undertaken.

During initial inspection of a vessel's flat bottom in dry-dock, large

parts of the duct keel plating were found dented and deformed over
almost its entire length. It was later established that overloading of
the vessel's keel structure was caused by the owners submitting an
outdated docking plan and the yard, unable to use the plan,
repositioning the keel blocks without performing additional
calculations. There were extensive repair costs, delays and disputes
between the owners and yard as to liability. Proper planning of the
docking process and a clear contract between the owners and yard
are important to help avoid such disputes arising.

Container ship cargo Securing arrangement -Design,Stack

weights & Metacentric height factors
 Lashing pattern of outboard containers

Securing equipment will vary depending on the type of ship but is likely to
include; Twistlocks, Lashing bars, Turnbuckles, Extension hooks, Stacking
cones (single and double), Twist Stackers, Lashing D rings & Shoes/Sockets
for base twistlocks

In addition it should be remembered that the container frame itself is an

integral part of the securing system. The stow will remain secure only if the
frame is in good condition and if the loads acting on it remain within safe
limits.

Design

Details of the securing system and its constraints are set out in the vessel’s
approved Cargo/Container Securing Manual. In the event of any
amendments, re-approval will be required Securing systems take into
account the various forces triggered by violent motion during adverse
weather, including those caused by the six degrees of freedom. Within these
limits, each item of equipment is designed to function within its
predetermined safe working load.

However, the calculations assume that the equipment is properly maintained

and positioned. Should some of the items not be deployed as specified in the
Cargo/Container Securing Manual or be allowed to deteriorate, the safe
working load of the remaining equipment may be exceeded.

Stack weights and stack weight distribution

It is often thought that by keeping the total stack weight within prescribed
limits, the securing system will not be overloaded. This is not necessarily the
case, particularly when containers are loaded on deck. It is important to
recognize that the total stack weight limit is merely the weight that can be
supported safely by the deck or hatch cover, as applicable.

The calculations are based on the ship being upright in calm conditions (i.e.
in port) and take account of the static weight of the stack due to gravity.
The figures also take into consideration the anticipated dynamic stack loads
acting on the deck or hatch covers in adverse weather due to the various
ship motions described earlier.

Parallel lashing rods and twist locks

However, stack weight limits do not ensure that the dynamic loads acting on
the container securing system will remain within the margins of safety
during heavy weather. Loading the cargo so that each stack does not exceed
its total permissible weight is relatively easy to achieve. It is far more
difficult to optimize the stack in terms of weight distribution, port rotation
and estimated forces, ensuring that at all times the safe working load of the
securing equipment is not surpassed.

Therefore it is vital that the Cargo/Container Securing Manual is consulted

for guidance. The manual gives illustrations of typical safe stack weight
distributions and total safe stack weights based on the design limits of the
ship’s securing system.

Metacentric height (GM)

The higher the GM, the greater is the righting moment when the ship is
rolling. Consequently, the transverse acceleration forces acting on a
container deck cargo and the securing system intensify with any rise in GM.
Such forces are at their highest at the extremity of each roll. It is always
important to consider the effect of GM on the securing system when
estimating the forces, bearing in mind that GM may not remain constant
throughout the voyage.

Estimating the forces

Examples of GM values are featured in the Cargo/Container Securing Manual

together with acceptable weight distributions in each case. This information
should be compared with the actual figures as calculated by the ship. If
there are any significant differences, stack weights and/or securing
equipment should be adjusted until both are deemed to be within prescribed
safe limits.

For reliability and accuracy, many vessels are now equipped with a container
securing software package. There are several programs of this type on the
market, most of which are designed to interface with cargo management or
loading computer software.

Securing programs will calculate the applicable forces for any given stowage
plan, comparing the data with the safe working criteria as specified by class.
The effect of wind strength on the outboard stacks is also taken into
account, allowing the corresponding load on the securing system to be
adjusted accordingly. Most programs will warn if any securing components
or individual container frames are likely to be overloaded, and the result of
applying additional lashings can be shown. Inspection, Inventory and
Maintenance The type of securing equipment used on board depends on the
ship’s design, capacity and trade. Accurate records regarding the quantity,
location, inspection, maintenance, repair and replacement of such equipment
should always be kept.

In general terms there will be a need to:

Ensure that the amount of securing equipment and lashing material retained
on board is sufficient to properly secure the maximum number of containers
to be carried. There should also be an adequate safe margin of spares and
replacements.

Inspect all portable securing equipment (e.g. turnbuckles, lashing rods,

twistlocks, twist stackers etc) for signs of distortion, buckling, corrosion,
cracking and/or excessive wear. As far as practicable, such checks should be
carried out as a matter of routine before the equipment is reused.

Lubricate turnbuckles and twistlocks frequently. The spring which holds the
twistlock in the closed position should be examined regularly as it may
become less effective over time, causing the device to unlock if the ship or
stow begins to flex on passage.

Examine all fixed fittings (e.g. container sockets, elephant’s feet, dovetail
connections) routinely for signs of wastage, cracks, distortion and/or general
deterioration, including base plates where applicable. Particular care should
be paid to the condition of D rings, mindful that wastage of the main shaft
may be concealed by the retaining sleeve.

Maintain a file of all certificates of approval relating to the portable securing

equipment carried on board.

Suspect fittings or equipment should always be removed from service when

found, and repaired or replaced as necessary.