Capt. B.

Vranic MM, MIIMS, MNI

GENERAL CARGO ON REEFERS
Published by:
GRAFIKA ZAMBELLI d.o.o.

For publisher:
RUDOLF ZAMBELLI

Printed by:
TISAK ZAMBELLI. RIJEKA

The author:
Capt. BERISLAV VRANIC

Consulting editor:
Mr. TIM OLUYN

Reviewed by:
Mr. MARTYN BENSON

CIP - Katalogizacija u publikaciji

SVEUCILISNA KNJIZNICA
RIJEKA

UDK 656.614.3(035)
VRANIC, Berislav
General cargo on reefers / B.
<Berislav> Vranic. - Kostrena
<i.e. Rijeka> : Grafika Zambelli,
2004.
Pravo ime autora: Berislav Vranic'.
ISBN: 953-7070-05-0
110101043

2
 FOREWORD

In my ten years of Port Captain’s activity I have prepared about 250 pre­
liminary plans for loading general cargoes on various types of reefer ves­
sels. Together with my previous experience offifteen years at sea as Ch.
Officer and Captain, I can say that I was directly involved in the loading
of more than 350 vessels carrying general cargoes. This experience and
knowledge has helped me in the preparation of this book.

Following the principle that a visual presentation is the most effective way
to show the right or wrong methods of loading and stowing the cargo, I
have used a similar approach to the subject, following on from my two pre­
vious books.

The guidance given herein should by no means rule out the principles of
good seamanship, neither can it replace experience in stowage and secur­
ing practice.

As everything written in this book is result of my personal experience, I

hope that the text and photographs will be of assistance to the Deck Offic­
ers and Captains while preparing the Preliminary Cargo Plan.

It is imperative that the stowage and securing of all cargo be carried out
properly taking into account the prevailing conditions and the general
principals of safe stowage.

THE AUTHOR

AU rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted,
in any form or by any means, electronic, mechanical, photocopying and recording or otherwise, without the per­
mission of the author. No responsibility is accepted by the author for the accuracy of any information or advice
given in this publication.

3
 Capt. B. VRANIC, MM, MUMS, MNI
GENERAL CARGO ON REEFERS

KOSTRENA 2004
THE WRITER ACKNOWLEDGES
THE HELP TO PUBLISH THE BOOK
GIVEN BY:

SEATRADE REEFER
CHARTERING N.V. - Antwerp

BREAKBULK PROJECT
AGENCIES - Paris

BARRA SNM - Dunkirk

BMT DE BEER B.V. - Rotterdam

RAETS P&I - Rotterdam

AGENCE MARITTIME
BALLANDE - Noumea

VAN OMMEREN - Antwerp

TRANSIT DEKEIREL
ET HARDEBOLLE - Dunkirk

PASEC PORT - Antwerp

NOREX A - Antwerp

FRESH PRODUCE
TERMINALS - Cape Town

6
 INDEX
FOREWORD................................................................................ 3
INTRODUCTION.......................................................................... 9
WHEEL-BASED UNDERDECK CARGOES.................................. 11
1. CARS...................................................................................................................... 11
2. OTHER ROLLING VEHICLES........................................................................ 23
GENERAL CARGOES................................................................. 31
1. STEEL CARGOES............................................................................................... 33
2. PALLETIZED CEMENT..................................................................................... 52
3. CEMENT IN JUMBO BAGS.......................................................................... 53
4. PALLETIZED CONSTRUCTION BLOCKS ('YTONG')........................... 54
5. AMMONIUM NITRATE................................................................................. 55
6. TIMBER ................................................................................................................ 56
7. DRUMS.................................................................................................................. 58
8. CASES & CRATES.............................................................................................. 60
9. REELS OF PAPER............................................................................................... 61
10. PROJECT CARGOES..................................................................................... 63
DECK CARGOES....................................................................... 67
1. PIPES, TUBES AND BARS.............................................................................. 68
2. DANGEROUS CARGO.................................................................................... 71
3. ROLLING VEHICLES........................................................................................ 72
4. PROJECT CARGOES........................................................................................ 77
5. SPECIAL CARGOES......................................................................................... 80
BOATS AND YACHTS................................................................ 83
LASHING EQUIPMENT.............................................................. 95
1. CAR LASHINGS AND LOOPS..................................................................... 96
2. STEEL STRAPPING.......................................................................................... 101
3. WEBBING (SPANSETS/RATCHETS)....................................................... 103
4. CHAINS ............................................................................................................ 105
5. TIMBER DUNNAGE.......................................................................................106
6. CHOCKING...................................................................................................... 107
7. LIGHT WIRE AND HERCULES ROPE..................................................... 108
8. RUBBER PROTECTION................................................................................. 109
EFFICIENCY OF LASHING ARRANGEMENTS........................... 111
1. RULE-OF-THUMB METHOD.................................................................... 114
2. ADVANCED CALCULATION METHOD.............................................. 11 5

7
 The author wishes to thank the International Maritime Organization (IMO)
for permission to use formulas, sketches and tables from Annex 13 Code of
Safe Practice for Cargo Stowage and Securing. The author also wishes to
thank to Mr. Charles Bliault of Brookes Bell Jarrett Kirman, and the North
of England P&I Association Limited for permission to reproduce the table
showing “The Advanced Method of Calculation ” and to Mr. Tim Olluyn
from Pasec Port for his advice and suggestions.

8
 INTRODUCTION
The market situation in reefer shipping is often the best indicator for ship
owners when deciding to load their vessels while on ballast voyage or
not.

The final decision to load various types of general cargoes or not depends
on many factors involved in this kind of trade. Operating multi-purpose
vessels and loading general cargo on them is a very different approach to
loading the same kind of cargo on reefer ships.

Imagination in preparing the stowage plan, creativity in the combination

of cargoes stowed together and co-operation with the crew are the keys
which can open many possibilities.

Reefer vessels are not ONLY suitable to carry cars while on ballast voy­
ages, they are able to carry large variety of general cargoes too.

Heavy items loaded under-deck (usually more than 1.7 tons/square metre)
should be placed in such a way that weight is equally distributed and in
such a place(s) where strength of the vessel is greatest.

Items higher than 2.2 meters should be placed in hatch squares (usually
‘A decks’) where the height of the hatch coamings will allow such stow­
age.

The length of the cargo and the size of the hatch coaming will determine if
particular cargoes can be accepted for shipment or refused.

Finally, loading heavy cargo on deck depends on deck strength, lashing

points and ship’s stability.

So, almost any kind of general cargo can be loaded on reefer vessel, and
don’t be afraid to do so.

9
THE CARRIER

The carrier beyond

Beyond expectations of
their clients with one of
the world's biggest and
most diverse fleet of
modern reefer ships

Beyond limits with exten­

sive capacity and experi­
ence in the carriage of
perishables as well as
vehicles, yachts, project
and deck cargoes

Beyond tradition, by pio­

neering new services and
fostering new trade lanes

Seatrade Reefer
Chartering is truly the
earner beyond oceans

Seatrade Reefer Chartering N.V.

Branch Office: Atlantic House (4*^ floor),
Noorderlaan 147, PO Box 68,
2030 Antwerp, Belgium
Tel. (32) 3 544 9493, Fax (32) 3 544 9300
E-mail mailbox@seatradereefer.com
www.seatradereefer.com
WHEEL-BASED UNDERDECK CARGOES
1. CARS
On many routes cars are being transported, be they new or second-hand
vehicles. In order to ensure that the transport of cars will be successful for
both cargo interests and the vessel, the following guidelines are recom­
mended to be followed:

PREPARATIONS FOR THE VESSEL

In principle, cars are always to be loaded longitudinally (parallel) to the

keel of the vessel and never athwartships. The reason for this is simple;
knowing that vessels may roll up to 45 degrees during bad weather with
pitching maximum up to 10-15 degrees, the least stress to the lashed vehi­
cles will be encountered when the vessel’s longitudinal direction is being
followed.

Based on the above, the preliminary cargo plan will thus depend on:
a) Quantity of vehicles booked for the particular voyage
b) Availability of empty space
c) New cars and second-hand cars
d) Type of car cages and other loading equipment to be used.

AD-a) Based on the number of cars it will be important to know how

closely the cars must be loaded. In case of second-hand cars they may be
stowed under deck and on deck, so every square metre of the vessel is to
be used for the cargo. Whenever there is enough space under deck and no
shifting of the cargo will be required, it is always recommendable to load
all cars under deck.

AD-b) Knowing the total amount of available floor space (sq. metres) will
determine if the cars will be loaded on deck and/or under deck, in upper or
lower compartments, forward or aft cargo holds.

11
AD-c)
1. Cars should preferably not be loaded in cargo hold no. 1. In case of
heavy pitching and pounding, this is the hold where cargo lashings
may become slack or loosen first. In such a case damages may be en­
countered to the cargo that could have been avoided with a different
stowage.
2. New cars will stow, on average, 3 to 3.5 square metres per unit more
than second-hand cars since, typically for new cars more open space
is being left open.
3. Large and heavy cars should preferably be loaded in cargo holds no.
3 and 4 and preferably on the C or D decks - those two holds/decks
having less stress in case of heavy rolling and pitching of the ves­
sel.

AD-d) It is strictly prohibited to use cleats when loading new cars. Only
suitable car cages are allowed to be used.

STOWAGE PLANS AND PLANNING

The average stowage factor will vary between 9.5 square metres per car
(for second hand cars) and 12.5 - 13.5 square metres per car (for new
cars). These figures are based on a standard mixture of various types of
cars, which are usually being loaded on the ships. They are also based on
the average space having all holds in count.

In case the vessel is loading only one car type, then a more accurate stow­
age factor can be determined in advance, since the exact dimensions of the
cars will be known.

When preparing preliminary stowage plans for second-hand cars and count­
ing an average stowage factor of 9.5 square metres per car, please note that
the clearance between the cars is counted in a matter of a few centimetres.
This is the usual method of stowing second-hand cars. Furthermore this
especially applies to those vessels where full space is going to be used for
the second-hand cars. In case only a few cars are booked, these should not
be stowed too tightly because damages may occur.

12
In order to achieve a better average stowage factor, it is suggested to match
the size of car with the available space in the cargo hold, i.e. where those
cars will fit the best. When stevedores are co-operating this normally is
simple enough to arrange.

When loading second-hand cars there may occasionally be problems to

start the engines, so it will be very difficult to stow them quickly and in
the correct place. Thus, cars which can be driven should always be loaded
first, leaving the undriveable cars to be loaded in the hatch squares as last.
If the cars can be checked for non-starters prior to the commencement of
any loading operation, this will save time later.

A good preliminary stowage planning should incorporate the above rec­

ommendations, leaving no excuses for cargo to be short-shipped.

INSPECTION OF NEW CARS

Depending on the booking terms of the cars to be shipped (Liner terms or

Free in/out), the inspection of the cars will take place at the terminal prior
loading and/or on board the vessel once the cars are loaded and placed in
the correct stowage positions.

If the vessel operator is nominating the stevedores, then the inspection of

the cars should take place both prior to loading (upon delivery at the ter­
minal) and after stowing the cars on board. If the stevedores are nominated
by the shipper(s), then the crew should inspect the cars only when they are
loaded on board the vessel.

Any damages observed prior to and during the loading operation are to be
notified to stevedores immediately, who will have to sign for the same.

Nowadays most new cars are shipped covered by a special protective wax
film. This wax will protect the cars from light scratches, dirt and corrosion.
In many instances, the stevedores may damage the wax coating while the
original paint remains intact. For the ship’s officers this is impossible to
determine, and the damage of the wax must be reported, not knowing if

13
the damage penetrated so deep that the original car paint might be dam­
aged too.

Whenever new cars are shipped the Duty Officer must observe and note the
condition of the clothing the stevedores are wearing (dirty, greasy, etc.), if
the seats of the cars are covered with plastic or similar covering and also to
mention the atmospheric conditions (rain, snow, windy with dust, etc.).

Almost all new cars are shipped by road or rail prior to arrival in the load­
ing port, so the cars may be covered by sand, soot or any other dirt/dust
during this transportation. These observations should be entered into a Log
Book at the end of every watch as “dirty & travel stained”.

INSPECTION OF SECOND-HAND CARS

The inspection should take place on board the vessel and stevedores will
only have to be immediately notified for damages observed during the
loading operation. Stevedores will have to sign for damages which took
place during the loading operation.

14
INSPECTION FORMS

For each damaged car an inspection form is to be completed.

VEHICLE INSPECTION REPORT

Receipt Pier Discharge

Company:......................................................................................................................... Company: ......

Name:....... Name: ......

Signature/Stamp: ........................................................................................................... Signature/Stamp: ...........................

Loading Receipt Consignee

Company: ...... Company: .. .

Name: Name:

Signature/Stamp: ........................................................................................................... Signature/Stamp: ..........................................

Place of Issue:................................................................................................................

| 0303/600 |

15
LOADING

Vehicles should be loaded in accordance with the preliminary loading plan.

The loading should be in such a way that no damage may occur to the un­
derside of the vehicles. When loading new cars never place these on top of
other merchandise.

Under no circumstances should a broken-down vehicle be towed or pushed

using another (new) vehicle, be it on board or on the quay.

There are different methods to load the cars. The fastest method is to use
double car cages. This is only possible if the hatch openings are large
enough. If the openings are relatively small than a single car cage should
be used.

Many different cages are in use and some designs are better than others.
When using car cages the following points must be checked:

16
 - Vertical girders are protected by some soft material (wadding, foam,
etc.)
- Ramps erect when the cage is lifted, or alternatively blocks are en­
gaged, preventing the vehicles from slipping out of the cage
- Caution is to be exercised when driving into or out of the cage, since
damage to the vehicle underside may occur when driving too fast
- Once cars are driven into the cage, gear to be placed in neutral and
hand brake engaged.

Cleats are only good for second-hand cars. Reject this type of equipment
whenever new cars are to be loaded. In practice two last cars loaded in the
hatch square are often loaded by cleats as the only possibility to use every
square meter possible.

Remember that, whenever using a cage, the stowage factor in the hatch
square will be higher because a space will have to be left open for the last
landing of the cage.

17
POSITIONING VEHICLES

- The guiding instructions should be given by clear hand signals or

by shouting, but should never be given by knocking on the vehicles’
bodywork
- Vehicles should preferably be grouped together in batches of equiva­
lent dimensions so as to facilitate their positioning
- The vehicle positioning order should be such that the driver is able
to leave the vehicle by its door, which opens toward the centre of the
cargo hold before the next vehicle is being positioned.

SPACE AROUND NEW VEHICLES

The positioning of vehicles should respect the following minimum dis­

tances and should not impede the installation of lashing equipment:
- Distance between folded wing mirrors: 10 cm
- Distance between bumpers/fenders: 50 cm
- Distance between vehicle and any part of the ship’s structure: 30 cm
- Distance between a “key” vehicle driver’s door and any obstacle: 50 cm.

18
STANDARD PROCEDURE PRIOR TO LASHING

Once vehicles are positioned for lashing, the following points are to be
checked:
- Ensure that the wheels are straight
- Set the hand brake (note: some models may have automatic hand
brakes which will engage as soon as the car is being switched off)
- Put the gear selector in the neutral or “N” position (automatic gear
box)
- Completely close all windows
- Check that plastic, paper or cloth cover on the seats are still present
(new cars only)
- Check if dirt has entered into the car (new cars only)
- Turn off all headlights and electrical equipment (radio’s, ceiling
lights, etc..)
- Switch off the ignition
Note: an alternative method is to leave the keys on top of the dash­
board, and only place the keys of the “key” vehicles (= cars loaded
last in a certain row) on the left windscreen wiper
- Push the driver’s seat back as far as possible

19
 - Leave the vehicle by the driver’s door only
- Fold in all outside wing mirrors
- Collect all key sets and hand over to the Chief Officer. Verify that the
amount of key sets match with the amount of cars loaded or “key”
cars (note: some luxury model cars automatically lock themselves
after some seconds, be sure never to leave keys inside this type of
vehicle).

CARE DURING THE SEA PASSAGE

- Care must be taken to ensure that no vehicles are moving or loose.

This would indicate that the lashings have been improperly secured
or are incomplete. If this is the case, they must be re-secured
- Lashing should be inspected at regular intervals during the voyage.
In unfavourable weather conditions, it should be kept under constant
surveillance
- Painting near vehicles or any other maintenance inside the hatches
while cars are being carried is strictly forbidden
- No unauthorized personnel or passengers may have access to the
decks where vehicles have been loaded.

DISCHARGING VEHICLES

- The discharge process should commence with the vehicles stowed in

the squares, followed by the so-called “key” vehicles, in the opposite
order to which they were loaded
- Vehicles should be unlashed as and when they are unloaded, never in
advance
- The order in which the vehicles are removed should allow each ste­
vedore to enter a vehicle by the driver’s side door once the adjacent
vehicle has been removed
- Lashings should be placed clear of the vehicles. No object should be
placed on the vehicles’ bodywork
- Ensure that lashing straps are recovered and are retained on board
the vessel

20
 - Broken-down vehicles must never be pushed or towed by another
new vehicle
- Vehicle engines should only be started when the vehicle is to be
moved (not earlier) to prevent build up of excessive exhaust fumes
and risk of fire. If there is any delay, the engines should be turned off
during the waiting period
- When driving on or off the car cages, caution is to be exercised to
avoid any risk of contact with the underside of the bodywork or un­
derfloor.

TRANSPORTING VEHICLES IN CONTAINERS

When cars are being stowed in containers for account of the carrier, the
following is recommended:

- Check the condition of both the interior and exterior of the contain­
ers. Ensure that the container is clean, dry, odour-free and watertight.
Any odour or humidity should be eliminated
- Check that the container’s ventilation panels are clear to allow pas­
sage of air
- Check the internal lashing points
- Each vehicle should be secured in such a way as to leave sufficient
access for the driver and allow it to be properly lashed (at 4 points
plus chocking, if required)
- Nylon straps and a tensioner must be used to lash each vehicle (4
crossed points)- 2 for the front and 2 for the rear. Only the car’s lash­
ing points may be used for securing, unless otherwise specifically
authorized by the shipper.

LOADING VEHICLES ON TOP OF CONTAINERS

An open question often arises when more cargo is presented for shipment
than was originally expected or notified. When over-booked cars must be
loaded, these can be loaded on top of dry freight steel containers (not reef­
er boxes!), but only in the case of second-hand cars not exceeding one ton
each. It is common practice on certain trades to load the cars on top of the

21
containers, such as those to West Africa and the Eastern Mediterranean re­
gion.

If the unit is heavier than 1 ton, dunnage will be needed to spread the
weight.

Lashing is usually done by Hercules Ropes fastened to the corner castings

of the containers.

This kind of stowage should not be used as common stowage and can
be accepted as an exceptional solution to solve an over-booking problem.
Masters should keep in mind that vehicles stowed in such a way can easily
shift in bad weather and there is potential risk of damage to the container
roof, not forgetting the exposure to wave damage and sea spray.

Loading of cars is restricted by “SOLAS” convention (Safety of Life at

Sea). SOLAS is only applicable for the vessels built after 1984 (keel laid
after 1 Sept. 1984). See Chapter 11-2 Construction-Fire Protection, Fire
Detection and Fire Extinction (Part “C” Regulation 53 under 3 Cargo
Spaces, other than Ro-Ro Cargo).
Spaces, intended for the carriage of motor vehicles with fuel in their tanks
for their own propulsion.
Please keep in mind that the vehicles should be lashed in accordance with
CSM (Cargo Securing Manual) guidelines in order to prevent any kind of
damage to the vehicles.
The CSM should ideally show the proper lashing arrangements for ro-ro
cargoes. The CSM should also contain a list of approved equipment for
use on board the vessel including the diagrams how the equipment should
be used.
The CSM must be approved by the vessel’s flag state authorisation.

22
2. OTHER ROLLING VEHICLES
To load any of the above mentioned vehicles on tyres or caterpillar tracks
is normal practice, keeping in consideration few important items:

- Where to load
- How to load
- Where and when to use a dunnage
- How to lash

It is very important to know the exact measurements of each vehicle that

is going to be loaded in order to prepare a preliminary stowage plan. It is
even better if every of the vehicles can be viewed before commencement
of loading. In this way, every Officer or Captain should have a clear un­
derstanding of how the preliminary plan will match with the final loading
plan.
It is very important to be sure that each vehicle will occupy the planned
stowage positions as intended and can be securely lashed in that position.

23
When heavy items are to be loaded on deck, the expected “weather side”
of the particular voyage should be taken into account.

If the vessel has to load different types of vehicles for good stowage it
is important to choose which truck is going to be loaded first and which
one is going to be loaded last. Trucks with an exposed chassis can only be
driven under the decks while those trucks with full bodywork have to be
loaded on the hatch square (if they are planned for loading under deck).
Any additional movement to change the position or to search for a new lo­
cation will seriously delay the loading operation.

You should also be aware of the type of gear being used by the stevedore.
Some gear needs more space to be removed so drop stow is not possible.
With these aspects in mind, it is advisable for a pre-loading meeting to be
arranged with the stevedores prior to the commencement of loading opera­
tions.

Knowing the type of gear to be used by the stevedores, the place where
the vehicle is going to be stowed and the correct measurements of the each

24
and every vehicle, it is possible for almost identical preliminary and final
stowage plans to be made.

The decision on where to load vehicle cargoes will depend on a few im­
portant points that must be considered before the preliminary plan is pre­
pared.

It must be remembered that the deck height on modern reefer vessels is

usually 2.2 m, so vans and light trucks with heights in excess of 2.1 m
should be loaded in hatch squares only.

If more of the industrial vehicles (buses, vans, lorries) are to be loaded in

the same compartment the separation distances between them should be:
- A minimum of 20 cm between the sides of vehicles (with wing mir­
rors folded)
- A minimum of 50 cm between bumpers/fenders
- A minimum of 40 cm between a vehicle and any part of the ship’s
structure.

25
It is important to know if a vehicle is to be lifted/loaded with ships gear
or shore crane to be able to select the right stowage location for every ve­
hicle. On many vessels the cranes are not able to reach every position on
deck. It is also very important to know if the vehicle is in working condi­
tion or not.

The Master should be responsible for ordering dunnage in good time to

avoid delay to the operation, keeping in mind that whatever quantity of
dunnage is delivered will have to be paid for by the owner or charterer. If
a truly professional approach is taken, then there will be no difference in
the quantity of dunnage ordered, irrespective of the cargo booking terms
(Free in/out or Liner terms).

Whether there are wooden or aluminium gratings in the cargo holds or it

is decided to load heavy items on deck or on top of hatch covers, expe­
rience proves that no dunnage is required to be placed under the rubber
tyres of any vehicle. Whenever machinery with steel caterpillar tracks is
to be loaded, the dunnage must always be placed under the metal tracks.

26
The dunnage should to be placed longitudinally with the position of metal
tracks.
When heavy pieces are being loaded dunnage should be about 6” x 1”
(150mm x 25mm).
Some Officers believe that square wood is better than dunnage. However,
two or three pieces of dunnage connected together is much better, more
stable and cheaper than square wood.
Having said that, if the special square wood of the type use on heavy lift
vessels is available, then this is acceptable but this type of square wood is
very expensive and can be ordered for use on reefer vessels depending on
the need.
When ordering square wood it must be emphasised that “straight grain”
timber is required and that “curved grain” timber is not acceptable.
In the cargo holds the best and safest lashing points are container fittings/
shoes (on those vessels which have capacity to load containers in the cargo
holds). Apart from container lashing points the four deck supports (stan­
chions) can also be used and the third opportunity for cargo securing can

27
be the steel structure under the gratings and on the steel structure of the
hatch coamings.
From this, it can be seen that there are a very limited number of good lash­
ing points.

Having considered all the alternatives for securing the cargo, then it should
be a simple matter to calculate the required quantity, strength and quality
of equipment.
To summarise, the use and selection of lashing equipment will be deter­
mined by several factors, such as the booking terms (Liner or Free in/out),
time limitations, available lashing and securing points in and on the ves-
sel/cargo and whether the securing work will be performed by the ship’s
crew or by shore labour.
There may also be some equipment already kept on board from previous
voyages which can be used, but the condition of these items should be
checked for wear, safety and strength.

28
 APPCNSHtP

Anvers, Singapour, Malaisie,

Mer Rouge, sous-continent Indien,
Thaïlande, Indonesië, Vietnam
Afrique occidentale I du sud / orientate,
Services conventionnels réguliers. Amérique centrale, Caraïbes

Services conventionnels réguliers.

<4 SAMSKIP G
Europe / France vers Mer Baltique / Russie
Europe / France vers Mer Noire
Europe / France vers Mer Caspienne /
Nord Iran Anvers, Dunkerque, Le Havre,
Papeete, Noumea, Nouvelle-Zélande
Services conventionnels réguliers.
I départ tous les 14 jours
Conteneurs / Conventionnel / Reefer.

Operations de courtage et colls lourds %

c
Consignation portuaire Autres navires conventionnels vers : §
S

Méditerranée oriëntale / Grèce / Turquie o

Cross trades entre Asie et Moyen-Orient
Cross trades / Inde / Afrique / Amértque centrale

2
Ö
OPteam Communk

Le Villiers “ - ? izi-u
™ « 64 20 60 X 0?eI; 7230’ L™"'
lois-Perret Cedex
 Stevedoring Company

Société Nouvelle de Manutention

Route du Pertuis du Mole 2

59140 DUNKERQUE
France

Vessel loading and unloading

phone : +33 (0)3 28 59 90 00

fax : + 33 (0)3 28 63 91 89
e-mail : contact@barra-snm.fr

More information to be found on our website

www.barra-snm.fr
 GENERAL CARGOES
The description General Cargo in this section includes a variety of items,
excluding cars and other types of rolling vehicles, machinery, boats and
yachts. This should be a useful reference guide and a source of advice for
Masters and Officers to improve safety and the efficiency of reefer vessels
when carrying the types of cargoes, for which these vessels were not origi­
nally designed.
Prior to shipment the full cargo description, weights and measurements
should be known to the vessel operator or the port agent so that the stow­
age and lashing may be properly planned. The Master must be sure that
the cargo can be safely stowed, secured and transported under all expected
conditions during the intended voyage. In order to fulfil these obligations
the Master must be sure that:

- The stowage compartment/area is clean, dry and free from any oil or
grease
- All necessary securing equipment is suitable for the specific cargo,
in good working condition and in sufficient quantity on board
- That the cargo is in suitable condition for sea transportation.

GENERAL PRINCIPLES OF STOWAGE AND SECURING

The general principles of cargo stowage and securing are:

- Safe and good stowage and securing depends on proper planning

prior to the commencement of loading and supervision at all times
during the loading
- Cargoes should be stowed and secured in such way that the ship and
the crew are not put at any risk during the entire voyage and that the
stability of the ship remains within the limits of minimum GM re­
quired throughout the entire voyage
- All decisions relating to stowage and securing should be based on
the weather conditions which may be expected, areas of navigation
and good seamanship knowledge.

31
 - Cargo should be stowed with regard to the strength of the securing
points and lashings
- Proper stowage requires careful planning to ensure vertical distribu­
tion of weight to maintain adequate stability, horizontal distribution
of weight to avoid bending moments and distribution of weight not
to exceed the maximum permissible deck loads
- Cargo should be secured in such a way as to prevent damage to the
ship, to the crew or to the environment throughout the voyage
- If dunnage is used, the Master should ensure that only clean, dry,
odour-free dunnage is used and that this complies with any quar­
antine regulations of ports along the route (e.g. no loose bark, no
moulds, no infestations, etc.)
- Improper stowage and securing will be potentially hazardous to the
ship itself and the crew, so the personnel involved in planning, load­
ing and securing should have a sound practical knowledge of the
complete process and of the general principles mentioned above.

The integrity of the securing arrangement should be maintained through­

out the voyage and attention should be paid to the equipment used (chains,
wires, grips, cleats, turnbuckles etc..). All lashings should be carefully ex­
amined at regular intervals as pitching, pounding and rolling may cause
the cargo to settle or slide, resulting in some slackening of the lashings.

- All cargo securing operations are to be fulfilled before the ship leaves
the port. Equally, unlashing operations are not to be carried out be­
fore the ship enters the port
- The cargo must be lashed in accordance with the vessel’s CSM (Car­
go Securing Manual).

32
1. STEEL CARGOES
Almost any kind of steel product can be loaded aboard reefer vessels. If
the weight and dimensions of each item of cargo are known, it is possible
to prepare an adequate preliminary loading plan. It is important to allow
loading to start only if preliminary plan is already prepared and agreed
with stevedores.
Damage to the cargo or to the vessel can and will be avoided if the car­
go is loaded and stowed in the correct manner. Correct handling of steel
can simplify cargo handling for the stevedores, while correct stowage and
lashing will protect the vessel from shifting of the cargo and can make life
aboard more comfortable for the crew.

Steel cargoes can be split into two categories:

a) Packed or wrapped - tin plates, coated steel in coils, cold rolled steel
and special wire rods, etc..
b) Un-packed or loose steel plates, structural steel (bars, beams, squares,
rounds), hot rolled steel in coils, hot rolled wire rods and reels, etc..

33
It is of utmost importance that the Master is informed of the types of steel
which are to be loaded on board the vessel. It should be clear to all that
packed or wrapped steel products must not be loaded from the open shed,
or loaded during rain.
Un-packed steel is often stored on the open quay and loading during light
rain is allowed.
In case steel is loaded in wet condition the Bills of Lading should be claused
“Wet Before Shipment” and also “Loaded From Open Quay” when this is
applicable.
Claims could arise against the vessel in respect of salt water damage which
could happen while the cargo is stowed on the quay, prior to loading. Con­
tamination by salt water from wind and sea spray could take place while
the cargo is stored on the open quay. This is the case when a port encoun­
ters gales from the seaward side of the port. In such a case it is suggested
to carry out a pre-loading survey, including silver nitrate testing. By do­
ing so, this can avoid or minimise problems later at the time of discharge

34
where allegations could be made that the salt water contamination could
only have occurred at sea on board the vessel.

In spite of paying full attention to the stowage and lashing of the cargo in
accordance with best practice, if the cargo is in not good condition or load­
ed from open quay and/or during rain, the owner could be unable to defend
a substantial cargo damage claim.

Wire reels, steel plates, steel coils are all cargo types which cannot be driv­
en on the gratings because their weight which exceeds 2 tons per unit. The
only correct method to load these sorts of cargoes is to load them as drop-
stow onto flat rack containers or directly in the hatch square.

The collapsible ends of the flats can be kept upright when more contain­
ers are to be loaded on top or the flats can be used as platforms if no other
containers will be stowed above. In this context it is useful to note that the
static loading of a 40’ flat rack can exceed the stated payload by more than

35
50 per cent. In the case of a flat rack with a maximum gross weight rating
of 45,000 kgs, this can mean a static payload exceeding 60 tons, depending
on the weight distribution per square metre.

For loading specific heavy cargoes, such as steel coils, it is often advisable
to use 20’ flat racks rather than a 40’ unit, as these will have a higher load­
ing weight distribution.

If all heavy cargo is to be loaded in the hatch square it is advisable to plan

in advance the first cargo to be loaded, surrounding the heavy items, in or­
der to have a stowage tight enough to prevent later shifting.

Naturally, this cargo has to be lashed with special attention and it is always
good practice to fix more chains or steel straps than may be absolutely
necessary.

Heavy pieces can be also loaded without flat racks or platforms if the
weight is not exceeding the allowed stack weight per square metre. Such
bundles are mainly stowed in “drop stow” i.e. in hatch squares. It is very
important that the cargo is stowed tightly between stanchions avoiding any
large gaps in the stow. Smaller gaps between individual bundles should be
chocked and wedged with timber, creating a solid stanchion-to-stanchion
stow.

Whenever loading heavy steel the optimal order of loading should be cal­
culated in order to find the best lashing method. Items loaded on top of flat
racks will usually be lashed using lashing points on the flats themselves.
If cargo is loaded directly on top of the gratings, then stanchions and con­
tainer shoes should be used as lashing points. It is also recommended to lift
the gratings and use the lashing points below the gratings if necessary.

Adequate and suitable dunnage and square timber should be used as far as
possible, maintaining uniform sized timber profiles.

36
STEEL PLATES

The traditional stowage method on general cargo ships and/or bulk carriers
is to load steel plates with their longitudinal axis athwartships. However,
loading steel plates onto flatracks in the traditional method would pro­
duce much wasted space, which can be avoided by combining traditional
athwartships stowage with fore and aft stowage.
Dunnage must be inserted between each tier to allow re-slinging in the dis­
charge port.

The basic principle of good stowage is to interlock the individual blocks in

the same way that bricks are laid when building a wall.

All gaps between the plates should be secured with correctly sized timber
before second tier of steel is to be loaded. It is particularly dangerous to
leave large gaps at the sides of the hold and this should be avoided.

Care must be taken to ensure that the dunnage laid between the bottom
row of the plates and the deck/flatrack is adequately spaced to spread the
weight of the stow.

37
STRUCTURAL STEEL

Structural steel products in smaller quantities can be successfully loaded

aboard refrigerated vessels but, due to the usual length of 12 metres, this
requires vessels with hatch openings exceeding this size and the cargo
can only be loaded in the hatch squares. Also, the average stack-weight of
reefer vessels is around 1,7tons/sqm, so care must be taken to distribute the
load evenly using 3" x 3" timber, laid in athwartships lines across the hatch
opening. The pattern of square timber should be alternately laid between
every tier and the cargo should ideally be stowed in a fore and aft direc­
tion. The timber laid between the cargo tiers will also increase friction to
minimise shifting.

In the case of shorter 6 metre lengths, these should be placed fore and aft
against the sides of the compartments, while the central row should be
placed athwartships.

The ends of the athwartships stowed structural steel, pipes, concrete iron
etc., should never be allowed to come into contact with the side shorings.

Placing wedges between the gaps is common practice, using steel bands
for lashing.

38
STEEL PIPES

Smaller diameter pipes can be stowed in the same way as structural steel.
Large diameter pipes are always stowed in the hatch square in fore and aft
positions between stanchions.

Whenever more than one tier of pipes is to be loaded, each pipe on the up­
per tier sits interlocked between two pipes underneath.

When the pipes are coated they require special care in handling and secur­
ing in order to avoid any damage to the coated area.

Coated pipes should never be loaded with wire slings. Slings should be
covered in canvas or a similar material in order to avoid the possibility of
damaging the coated area.

The top tier of pipes must be always secured, together with chocking and
placing wedges between the pipes.

39
STEEL COILS

When comparing the stowage of steel cargo on reefer vessels with the
stowage on other general cargo carrying ship types, it will be noted that
cargo stowage methods vary from vessel to vessel.

An example of this is the correct stow of steel coils as shown on the next
photograph, where the coils are stowed opposite to the usual way. This is
the only way to stow and lash coils loaded on flat racks, where the coils
will stay in position during heavy rolling of the vessel.

Remark:
a) When possible, “Olympic” type of lashing (lash 1st coil with 3rd
coil and 2nd with 4th) should be used
b) If the ends of the flat rack are upright a “Locking Coil” should be se­
cured as the last coil
c) Never use the “Side-to-Side” stow. The insulation on a reefer vessel
is not strong enough to withstand the pressure (weight) of coils

40
The correct method of stowing steel coils is with the cores in the fore and
aft direction while the dunnage has to be laid athwartships.

Chocks are to be used as stoppers in order to prevent shifting.

Good lashing could be made using strapping bands. If using strapping

bands then the bands should be passed through the cores and over the top
of coils. This method will prevent individual coils from turning within the
stow. Steel strapping bands should be tightened by pneumatic tools never
by hand operated tools. The compressor fed tools will tension the bands
approximately ten times more effectively than hand tensioning.
As can be seen on the photograph, every coil is lashed with a separate
chain of 20 tons breaking strength. Coils must be lashed in a such a way
that transverse or longitudinal movement is avoided.

41
SHEET PILINGS

Due to the length of sheet pilings, which often exceed 12 metres in length,
this cargo is usually loaded on the decks of reefer vessels. Sheet pilings are
stacked on top of each other forming a dense heavy unit on a small area
with a small footprint, so the Master should always check stacking limits
before deciding how many piles are going to be loaded in the same tier.
Sheet pilings can be of a single or double type having keying grooves
along the edges. During loading special attention must be carried out that
the interlocking grooves are not damaged or bent.

CONCRETE RE-INFORCING NET

This commonly seen cargo appears to be simple to load, stow and secure.
The best stowage location for this cargo is in the hatch square in between
the stanchions, but netting should not be dragged under the coamings from
the hatch squares. Dragging a stack of netting can cause extensive damage
to the cargo and to the gratings.

42
Lashing of netting may appear to be simple but this cargo will shift very
easily and can become tangled with itself and other bundles because of all
the exposed wires. If the vessel is rolling more than 15 degrees, the wire
netting will shift and discharging will be very complicated. In order to
have a tight stow it is advisable to load other cargoes in the wings first and
then to complete with the netting as “drop-stow” in the hatch square. If this
cannot be arranged, then especially good lashing is recommended.
Netting should be loaded in non-insulated (spar) decks as lashing is simpli­
fied by weaving strapping bands between the netting and the slatted floor.

OTHER SPECIAL METAL PRODUCTS

In addition to the basic (lower value) iron and steel products some higher
value cargoes, such as copper pipes may be presented for shipment. These
products should be handled with extreme care and should not be contami­
nated or damaged at any time during pre-shipment, loading and when lash­
ing. Special attention should be paid to ensure that the stevedores are using
proper equipment in order not to damage the cargo and that the cargo is
properly protected.
To avoid contamination from adjacent cargoes, such as bagged cement
or fertilizers, it is always recommended to wrap sensitive products with
plastic tarpaulins. When considering the lashing requirements in relation
to softer or high-value metal products, steel wires or strapping should not
come into direct contact to cause scratching, cuts and even electrolysing

43
reactions (e.g. between steel and aluminium). A common solution would
be the use of rubber strips to act as a cushion between the two metals.

This type of cargo should be loaded with preference in the upper compart­
ments (A-decks) where the risk of damage is minimised. The Duty Officer
must pay full attention when loading high-value delicate cargoes, having
a camera ready in case it is necessary to photograph damage immediately
as it occurs.

Ship’s Masters and Officers should always remember that they are respon­
sible for proper stowage and securing of the cargo and should never allow
themselves to be unduly influenced by the preferences and methods ad­
vised by stevedores or charterers.
If the Master is in any doubt about the course of action to take, he should
immediately contact the vessel owners ’ Port Captain, manager’s repre­
sentative or owners P&I club for advice. Surveyors may be available to
help but they are acting only as advisors.
Every cargo has different stowage and lashing requirements, therefore the
Master should refer to the various useful publications issued by the IMO
(Code of Safe Practice for Cargo Stowage and Securing), flag State re­
quirements, Cargo Securing Manual and Reference books.

44
SURVEY OF STEEL CARGO

Most moisture damage (rust damage) on steel cargo is caused by conden­

sation forming on the steel (commonly known as sweating) or by sweating
inside the ship. If the steel cargo is loaded in a cool climate and the vessel
will pass through a relatively warm - usually humid- climate and the holds
are ventilated, then the cargo will sweat. As the vessel travels from the
warm area to a cooler area the sweat will condense on the ship’s structure,
dropping onto the cargo. Steel cargo should therefore not be ventilated
when the vessel is sailing from a cool climate to a relatively warm climate,
but always ventilate when temperatures are falling. A temperature record
must be kept for the entire voyage.
Steel cargo should never be loaded against the insulation in the cargo com­
partments; square wood should always be used to prevent this direct con­
tact.

PRE-SHIPMENT SURVEY

Before a pre-shipment survey takes place, it should be determined if this

survey is really necessary or not. The Master and/or Chief Officer should
examine the cargo prior to shipment (if possible) and determine if such a
survey is necessary. On many occasions the vessel is berthed and loading
will commence immediately upon arrival. In such a case cooperation be­
tween all parties concerned is essential.
There is also a commercial difference if the cargo is loaded on a regular
basis as liner cargo or if the vessel is chartered on voyage or time charter
basis.

As the Surveyor needs some time to survey the cargo before loading, this
time depends on the location of the cargo (in the port or out of the port
area), present stowage (is the cargo visible from all sides or not), the quan­
tity of cargo and the condition of the cargo (are additional laboratory tests
required or not?).

The main purpose of the pre-shipment survey is to establish its apparent

condition before it is loaded on board the vessel. In such a case the Master

45
can be sure that the appropriate and descriptive clauses to be inserted on
Mate’s Receipts and Bills of Lading describe the true condition of cargo.

There is no standard wording for clauses to describe surface condition in

the steel trade, including packaging to differentiate between degrees of
rust.

There are also various clauses to describe physical damage.

The recommended clauses are:

- Partly rust stained (under 75% of the surface is covered by fine film
of atmospheric rust)
- Rust stained (more than 75% of the surface is covered by fine film of
rust)
- Rust and oil spotted (localized slight penetration of the mill scale of
rust or oil)
- Rusty (more than 75% of the surface is covered by dark brown rust,
when removed, the remaining surface is pitted and uneven)

46
 - Partly rusty (under 75% of the surface is covered by dark brown
rust)
- Some rust spots apparent (very slight penetration of rust)
- Rust spotted (penetration of rust through the mill scale)
- Rust with pitting (minor indentations which cannot be removed by
wire brushing)
- Wet before shipment (could be partly or totally wet)
- Streaks (which indicate that water has previously run across the sur­
face).
The rusting is a continuous process; the longer it continues, the more dam­
age will occur. The rust, which appears to be not very serious during load­
ing could easily develop during the voyage, causing many problems upon
arrival in the discharging port. Thus, it is very important that any signs of
rust, no matter how minor, are identified and described as such.

Any damages will reduce the commercial value of the cargo but steel prod­
ucts, which are stored close or nearby the salt laden marine environment,
can result in a rapid deterioration of the cargo.

In a salt laden environment, if there are signs of moisture it is important

that the cargo is tested for salinity; open stow close to the sea with a strong

47
breeze can seriously contaminate the cargo. A silver nitrate test giving a
positive result is still not conclusive evidence of contact with sea water and
may only be an indication that sea water could be present, requiring addi­
tional laboratory tests.

Please note that the cargo which has been in contact with sea water (prior
loading or during the sea passage) should never be washed down with
fresh water if the water is contaminated with chlorides (as there is a dan­
ger offormation of Hydrochloric Acid, which will further damage the car­
go).

Physical damages are handling damages and should be fully described as

to the type and extent of deformation and exact condition of the cargo.
Physical damages could be caused by handling of the cargo in the factory
of origin, while discharging the cargo from the trucks or wagons or barges
at the terminal or by the stevedoring company at the terminal. The dam­
age may be caused by the cargo being handled roughly and/or stowed in
the open air instead of under sheltered storage. Rain may have penetrated

48
in between layers of cargo, even if it appears to be dry from the outside.
If the stevedores cause the damage during loading then they should be
held responsible for that damage and a Letter of Protest against the Steve­
dores should be issued. The Mate’s Receipt or Bill of Lading should not be
claused as this is not pre-shipment damage.

Terms that are commonly used are:

- Bent
- Dented (on one end, both ends or in the middle)
- Scored
- Torn
- Strapping bands slack or broken
- Securing of bundles insufficient
- Twisted

LOADING SURVEY

If a loading survey is required, the Surveyor may be requested to advise

the Master on stowage and securing of the cargo, including dunnaging and
recommended securing material.

Correct stowage ensures that the load is properly placed against the ship’s
structure within the strength limits of a particular compartment or deck,
ensuring that the cargo will not shift. Square wood or dunnage is used to
distribute the load, preventing the damage to the sides or the bottom of
loaded compartment.

Clearly such a survey will also contain a description of the actual situation
in the cargo holds before the commencement of loading. Hatch covers and
rubber gaskets must be examined, drainage systems checked, hatch access
verified, bilge sounding systems tested and, on some occasions, ultrasonic
testing or hose testing of the hatches themselves.

49
DISCHARGING SURVEY

A discharging survey is required in cases where some unusual circum­

stances occurred during the sea passage or when some visible changes oc­
curred to the cargo during the voyage.

The most likely types of damage to the cargo which require a discharging
survey are:
- Physical damage due to inappropriate stowage
- Physical damage due to inappropriate lashing and securing of the
cargo
- Wet damage due to unpredicted leakage
- Damage to the ship structure due to the shifting of the cargo.

If such a survey is to take place the hatches should remain closed in undis­
turbed sea-going condition. The Surveyor should witness the opening of

50
the hatches and discharging should not commence until the survey inspec­
tion is finished.
Who is authorized to board the vessel and examine the cargo?
The Surveyors representing the cargo interest cannot survey the cargo on
board the vessel; they are only allowed to inspect the cargo after it is land­
ed ashore.
The Master should be informed/advised in advance from the vessel’s own-
er/charterer or from the P&I Club whether there is any obligation to allow
a Surveyor to board the vessel and inspect the cargo.
If a cargo Surveyor is allowed to board the vessel he MUST be accompa­
nied by the owner’s Surveyor. A Surveyor is not allowed any movement on
board the vessel if they are not accompanied by ship’s officer.
As the vessel is private property the voyage documents are private docu­
ments so the Master must be very careful who is permitted to examine the
documents.
In many instances the Surveyors will enter the vessel, proceed to the cargo
holds, begin to take photographs and question the crew, without announc­
ing themselves to the Master or to advise in whose interest they are per­
forming the survey.

51
2. PALLETIZED CEMENT
Palletized cement in bags is well suited for loading in reefer vessels, with
a stowage factor of 1.35 square metres per pallet. Each pallet weighs two
tons, which is the absolute payload for a forklift truck on top of the grat­
ings but, nevertheless, this can cause damage to the gratings.

Practical experience shows that this type of cargo is best stowed on non­
insulated decks, which are usually stronger than gratings on insulated
decks.

Plastic or polythene sheeting should be laid down before the pallets are
loaded to prevent cement dust from dropping through the gratings.

The pallets are relatively low (1.1 metre) due to the density of the product,
which means that this cargo will be very stable and will only shift in ex­
treme circumstances.

52
3. CEMENT IN JUMBO BAGS
In addition to palletized bags of cement, this cargo is also shipped in bulk
bags (Jumbo bags) of about 1.5 tons each, with a stowage factor of 1.5
square metres per bag. Due to the height of each compartment in a reefer
vessel (2.2 metres) it is very difficult to stow these pallets in the wings of
the hold. With care this is possible in two ways; turning the forks on the
forklift and/or lowering the bags directly onto the forks. To minimize loss
of time it is recommended to load this type of cargo in the hatch square by
first stowing palletized cement in the wings (or any other cargo), which
will prevent shifting.
The bags are relatively stable and it is not necessary to tighten them with
rope (as required with other cargoes stowed in similar bags).

Sometimes, it is possible to load smaller quantities of the bags two high in

the hatch square, but the first and second tiers should be well dunnaged be­
tween with good quality wood. Broken or torn bags should not be loaded
(to avoid leaking cement dust into the holds). As described above when
loading palletized cement, plastic sheeting should be laid down before
commencement of loading.

53
Whenever cement cargo is to be loaded, the following should be borne in
mind when preparing a preliminary stowage plan:
- never load cement above steel cargo
- be aware of condensation moisture in the cargo hold (sailing from
cold to warm areas)
- be sure that cargo is not leaking from the bags or pallets
- use air bags to fill the gap between the pallets

4. PALLETIZED CONSTRUCTION BLOCKS ('YTONG')

This is convenient, easily stowed cargo where each pallet weight is about 1
ton with a stowage factor of about 1.3 sqm per pallet. Ideally these pallets
should be stowed in combination with bulk bags in the wings of the holds,
but should not be stowed in combination with steel cargoes.

The blocks should be checked prior shipment and exceptions should be

noted if the cargo is found to be damaged in order to clause the Bills of
Lading later. Construction blocks of the Ytong type are delicate cargo and
should not be stowed two high as this will cause considerable damages to
the cargo.

54
5. AMMONIUM NITRATE
Reefer vessels carry substantial quantities of ammonium nitrate fertilizer
worldwide as they are often sailing to the agricultural areas where the fruit
and vegetables are grown. This cargo is packed in jumbo bulk bags where
each bag could be of 1 ton and/or 1.25 ton bags.

This cargo can shift easily when rolling so it is necessary to lash the bags
properly. Whenever loading Jumbo bags of either cement or fertilizer it
should be noted that side shorings must be lifted into the vertical position.
The bags must be laterally “block stowed” (from side to side) in the com­
partment. It is absolutely prohibited to load other than in block stow.

If a ship is to load ammonium nitrate from Hydro Chemicals in Koping, Swe­

den, basic instructions regarding stowage and lashing are quoted below:
Although the cargo in itself does not present a danger to the vessel, im­
proper stowage of the cargo can become a danger. The cargo consists of
big bags containing ammonium nitrate in prills. The nature of this cargo
is that the big bags will compress by the movements of the vessel. As a re­
sult it is of utmost importance that the stowage is as tight as can be and the
stowage methods are accurately followed. This will avoid possible shift­

55
ing of the cargo. As a result of rolling and improper stowage, space can
be created in the stow, allowing the cargo to shift. Therefore it is of utmost
importance that heavy rolling is avoided as much as possible and Master
should carefully consider the advice of weather routing bureaus.

6. TIMBER
Generally speaking, there is only one type of timber which can be carried
in reefer vessels - packaged sawn timber. Sawn packaged timber is usu­
ally loaded under deck because it is often kiln-dried and packaged for an
end user.
Occasionally, long poles are also carried on reefer vessels but these are
loaded on deck due to the length (reefer vessel hatch openings are often of
restrictive dimensions to allow long lengths to be loaded) and the fact that
some long poles may be tar treated, causing a strong smell.

Sawn timber will normally stow two packages on top of each other and
this will fit well under the coamings. However, some packages can be large
enough to prevent two-tiered stowage, which will cause significant lost

56
space. The correct package sizes must be known before preparing the pre­
liminary stow plan.

Having stated that packaged sawn timber is usually loaded under deck,
there are situations where it can also be loaded on deck. As reefer vessels
are not equipped with stanchions or uprights, it is advisable to limit the
loading to two-high packages with square timber placed in the upright po­
sition as would appear on purpose-built timber carriers.

The height of timber loaded on the deck of a reefer vessel will depend on:
- Lashing points on deck
- Adequate visibility
- Safe margin of stability

The above mentioned three main factors must be taken into consideration
when preparing preliminary stowage.
There will be no mention of lashing arrangements for packaged timber in
the Cargo Securing Manual of a reefer vessel. However, proper lashing
should be made so that lashing chains or wire ropes are used with a break­
ing strength of not less than 14 tons. The spacing between two lashings
should be between 2 to 3 metres. If using chains then it is recommended to
use slip hooks (quick release mechanisms) on all lashings which will allow
quick release of the lashings in case of any need. When using wire ropes or
cables, suitable cutting equipment should be kept ready for use.

Timber rails must be strong enough for the forces generated during a rough
sea passage. The friction between the deck, hatch covers and packaged
timber should be maximized as far as possible.

During the voyage it will be necessary to inspect the stow and to tighten
the lashings where necessary. The inspection should be made at regular in­
tervals and details of the inspection should be entered into the Log Book.

57
7. DRUMS
Orange juice concentrate is a cargo which is normally carried by reefer
vessels but the purpose of this section is to explain the correct methods of
loading other drummed cargoes. These can be dangerous cargoes (IMO
classified) and other cargoes which do not require temperature control.

When preparing a preliminary stowage plan the following must be taken

into consideration:

- Will drums be loaded in single tiers or in double tiers (size and weight
of the drums!)
- Are the drums to be stowed using forklift trucks fitted with drum
clamps
- Are the drums containing dangerous cargo or not
- Does the vessel have permission to load IMO cargo under deck
- Is liquid cargo contained in the drums or not (it can be also non liq­
uid cargo loaded into the drums)
- From what material are the drums manufactured (steel, plastic, lined
cardboard, etc.)
- What method of lashing is to be used.

Based on the answers to the above-mentioned questions, a clear stowage

and lashing arrangement can be planned.

Within a reefer vessel there are insulated and non-insulated decks, so stow­
age will also depend on the specific configuration of the individual ship.

It is always recommended to load all drummed cargoes below all the other
general cargoes. If there is no choice but to load drummed cargoes above
other cargoes (because of ship’s rotation or because of delivery of the car­
go), then drummed cargoes should always be loaded on insulated decks.
In such a case, if any leaking occurs during the voyage the cargo loaded
below will not be contaminated.

58
Drums must be always stowed as tightly as possible to the sides of the
compartments or towards the side shorings. Old car tyres can be used to
close gaps between loose drums.

Loading cargo directly on top of drums should be avoided. Drums should

always be stowed upright and when two tiers of drums are stowed, soft
dunnage should be used between the two tiers.

If the drums are stowed on pallets and loaded as palletized cargo, this can
create open space between drums and/or pallets which could create diffi­
culties for effective lashing.

Liquids or other cargoes which produce strong odours should never be

stowed under deck to avoid the risk of tainting other cargoes or the holds
of the vessel itself.

59
8. CASES & CRATES

Cargo presented for shipment in crates and cases can be safely carried un­
der deck (in the wings of the hold) in reefer ships when the packages do
not exceed 2.10 metres in height and a weight of no more than 2 tons. For
cargo pieces exceeding those limits, it may only be possible to load the
items in the hatch square. Often, cases and crates have no lashing points
or lifting eyes so it is preferable to stow these laterally across the hold to
minimize additional lashing. However, particularly crated items may be
skidded to permit handling by forklift truck and to allow the use of slings
for lifting.
Due to the various sizes of cases and crates, some may wait outside or in
the open shed prior to loading on board the vessel and the cargo inside may
become wet. In such a situation it is recommended to write an appropriate
clause on the Mates Receipt, which can later be transferred to the Bills of
Lading. This is also necessary in relation to any damaged and/or pilfered
cases or crates.
When loading two or more cases/crates on top each other, dunnage should
always be used to avoid crushing.
Stevedores should be instructed to use slings instead of wire ropes for lift­
ing the cargo.

60
9. REELS OF PAPER

Prior to loading of reels of paper it is essential to be aware of any special

requirements which the shipper has in relation to the stowage. The method
of stowage very much depends on the type of paper, which may range from
very thick carton to very thin newsprint. Equally, reel sizes can vary from
1 metre in diameter up to 2 metres, depending on the production.

Prior to commencement of loading, it is advisable to lay protective paper

on the gratings to give protection to the paper reels, which have minimal
wrapping. Subject to the shipper’s instruction, it is possible to load the
reels in a standing or in horizontal flat position. If the reels are to be stowed
in the standing position, the forklift truck should be fitted with special reel
clamps. In particular, reels heavier than 2 tons must be drop stowed in the
hatch square as normal.

61
Gratings are not strong enough to hold the weight of a forklift truck to­
gether with the adapter for transporting the reels in standing position and
the weight of the reels.

If chocking is necessary in order to achieve a more compact stow, this must

be done with the utmost care to avoid damage to the paper. The reels are
highly susceptible to damage, so the lashing should never touch the reels.

Cargo holds must be absolutely dry as reels of paper are very sensitive to
wetting damage. If possible, reels should be loaded in a square hold and
never in hold no. 1.

It is always advisable to place wedges below the reels in order to avoid

rolling of the reels. There should be no less than two wedges per reel. Sin­
gle wedges should never be placed under the centre of the reels. Also, grat­
ings must all be level with each other such that the reels will rest with their
whole length/width on the gratings.

Prior to loading the quantity and sizes of different reels should be clearly
understood and the largest reels should be reserved for the hatch squares in
the ‘A’ decks. This preparation will save time later during loading.

When lashing reels loaded in an upright position, airbags can be a very

good lashing material. If a compartment is not fully loaded, then the stan­
chions around the hatch squares should be used and the reels should be se­
cured with lashing bands.

62
10. PROJECT CARGOES

Depending on the layout of the ship, project cargo can also be loaded un­
derdeck in a reefer vessel.

To ensure that special/project cargo will fit in one compartment, the cargo
should be personally inspected and compared with the booking list/pack-
ing list for accuracy.

Often, the shipper will have declared dimensions which exclude the wood­
en packaging or protection. This can be of vital significance when calculat­
ing stowage of cargo in a limited deck height of 2.2 metres. A difficulty can
also arise when a cargo exceeds the permissible weight rating of the deck
strength. In such a case, the use of a 20’ or 40' flat rack container is the best
method of spreading the load or, if use of a flat rack is not possible, bearers
should be placed under the unit to spread the load. The bearers should be
placed in such a direction in order to achieve the maximum support from
the gratings and beams under the gratings.

63
The ‘footprint’ of individual cargo pieces should be checked to avoid hav­
ing all the weight concentrated on a small area. In such a case, use of a flat
rack can also be one of the solutions. It is also possible to build a platform
or structure under the unit, but this method is time-consuming and can be
expensive in terms of materials and labour when compared with the costs
of using a flat rack.

The placing and quantity of support points can be discussed and agreed at
the moment of actual loading in/on the ship.

It goes without saying that an effective cooperation between stevedores

and the lashing gang is very important and that the lashing gang should
know the types of lashings which will be required in advance of the vessel
loading operation, as well as to recommend the optimal (quickest, cheap­
est, easiest combination) loading method.

When considering special lifts (heavy or awkward shapes), the technical

drawings should be provided showing the securing points and the maxi­
mum forces the unit will absorb during the transportation. This should also
show the quantity and type of lashing equipment which should be used. As
mentioned in the first chapter, when loading trucks and various machinery
on wheels in the cargo holds, a total lashing on one side should be a break­
ing strain of three times the total weight of the unit. When loading solid
heavy cargo (not on wheels), the breaking strength on each side of the load
should be two times the total weight of the units.

The main problem to be faced when loading heavy units in the cargo com­
partment will be the number of lashing points. Sometimes the gratings
around the unit should be removed before loading in order to have more
lashing points.

Old rusty chains should never be used where the breaking strength is not
corresponding to their condition. If new chains are in use, the certificates
should be obtained from the suppliers.

64
 BMT De Beer b.v.
Rotterdam - Antwerp

Nautical, cargo and technical surveyors and consultants,

specialised in reefer cargo
Member of the British Maritime Technology Trust,
no. 1 world market leader in Marine Survey

BMT De Beer b.v. (main office) BMT De Beer (Belgium)

Guldenwaard 141 Grote Molenweg 7
3078 AJ Rotterdam 2940 Stabroek, Antwerp
The Netherlands Belgium
T +31 (0)4790311** T +32 (0)3 219 3933**
F +31 (0)4791466 F +32 (0) 3 219 3935
E surveyors@bmtdebeer.com E belgium@bmtdebeer.com
www.bmtdebeer.com **24 hrs surveyors on duty
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 DECK CARGOES
There are several reasons why a ship may be required to carry cargo on
deck. These types of cargo may be over-length, over-width or over-height
to be accommodated under deck or they may be too heavy to be loaded on
top of gratings. Also, there may be some dangerous cargo (IMDG Code)
which is not permitted to be loaded under deck.

On reefer vessels, containers comprise part of the deck cargo.

Prior to loading deck cargo the Master should ascertain that:

- The vessel has sufficient stability to load this cargo on deck
- The cargo does not exceed the deck strength (tons/sqm)
- There are sufficient lashing points to lash deck cargo
- Deck stowage has been agreed with the shipper.
- Additionally, the vessel’s agent should ensure that the B/L is cor­
rectly claused
- There is a normal practice to carry this cargo on deck.

The Captain must ensure that the Cargo Securing Manual provided by the
Flag State administration is on board the vessel and that the cargo is suffi­
ciently secured and lashed in accordance with the relevant rules.

It must not be forgotten that any cargo will first lift and then shift, causing
damage to the ship and to the cargo, so lashing and securing must be car­
ried out under the supervision of Senior Deck Officer.

If there is any doubt about the true gross weight of a heavy item to be load­
ed on deck the Captain should either request that the cargo piece is placed
on a weighbridge or that the weight is tested using the weight scale of the
crane.
Some deck cargo may change in weight during the sea passage (e.g. timber
on deck). As this may seriously effect the stability of the vessel, the Mas­
ter is advised to refer to the IMO Code of Safe Practice for Ships carrying
Packaged Sawn Timber on Deck.

67
1. PIPES, TUBES AND BARS
It is often difficult to accommodate long steel pipes, tubes and bars under
deck, so these are usually stowed on deck. These are usually unfinished prod­
ucts and can be loaded individually. In some cases, pipes can be coated or
have delicate flanges which should be handled with care to avoid damage.
Oversized cargo should always be loaded in the fore and aft direction
(NEVER athwartships).
In order to prepare a good preliminary stowage plan, the diameters and
lengths of the pipes must be known to the Master and Chief Officer. On many
occasions only the lengths will be mentioned, together with weight and total
cubic measurement but, for good preparation of the preliminary plan, diam­
eters are essential information when loading individual pipes singly.
If pipes are bundled or crated the size of the bundles will be required.
Loose pipes can be stowed in a number of tiers, with the second tier stowed
along the lines of the lower tier pipes ( see photograph below). If pipes
of differing diameter are to be loaded then mixing of different diameters
should be avoided.
Pipes should be chocked along all gaps between two pipes.

68
If pipes of different sizes are to be loaded, the stevedores should be in­
structed to load pipes of the same diameter at the same time. This is the
only guarantee that the stowage will be sufficiently tight. If different sizes
of pipes are mixed then lengths of square wood should be used for lashing
and chocking in order to achieve a tight stow.
Long steel bars are usually very heavy, so it is always advisable to calcu­
late the expected overall height of loading to avoid any possible overload­
ing of the deck plating.
In some cases, special pipes (special coatings or flanges) are also loaded
on deck. If square timber is used for securing or dunnage it is important
that rubber or special padding is used to avoid any damage when loading
the pipes.
Note that the use of protection or padding is necessary on every layer where
the pipes come into contact with dunnage (not only the first layer).
Due to the length and weight of steel bars considerable damage can be
caused to delicate parts of the vessel (especially hydraulic lines and pipes),
as well as other cargo due to inexperienced or careless crane drivers.

69
It is very important to ensure that the stow is kept as tight as possible and
that professional lashing gangs are used to secure the cargo.

Dunnage should be placed athwartships under the steel bars at a distance

of not more than three metres between each of them.
To lash such a stow, chains are the best and quickest material to use. Tim­
ber chocking is absolutely necessary and should be performed along every
line of cargo in the stow. Any void space must be chocked.
As already stated, iron and steel bars, billets and channels are very heavy,
which obliges the stevedore, cargo superintendent and vessel’s crew to
carefully calculate the deck strength rating (tons/sqm). The deck strength
is likely to be highest where container shoes are fitted, so dunnage is best
placed at those points of reinforcement.
The height of the stow will depend on the deck strength rating but, in any
case, should not exceed two metres in overall height.

70
2. DANGEROUS CARGO
Many reefer vessels do not have the required permits or insurance cover­
age to carry IMO cargo underdeck. This limitation restricts such cargo to
on-deck stowage only.
In certain cases where dangerous cargo is presented for loading in smaller,
conventional lots, the decision to containerise for ship’s convenience can
be taken, which will allow more loading freedom and can avoid separation
and special protection/contamination requirements.

Drummed IMO classified cargo can often be loaded on deck, although the
choice of an optimal stowage position with adequate lashing points is vi­
tal. Drums should be block stowed against the mast house, superstructure
or side structure, with the deck being covered with dunnage wood. On no
account must void spaces be left between the drums.
The block stow should be secured by lashings and empty pallets, dunnage
or plywood should be placed vertically against the drums and lashing wire,
chains or webbing straps used to secure around the stow in order to mini­
mise the possibility of any movement.

71
3. ROLLING VEHICLES
On board the vessel the spaces where vehicles are to be placed should still
allow access to the fire boxes for the crew, ensure that the pilot boarding
area is not obstructed and that, if the vessel is passing Panama Canal, the
Panama crew has clear passage. Attention must also be paid to ensure that
adequate and sufficient lashing points are available and that the surround­
ing bilge pipes and double bottom tanks are accessible. It is important to
bear in mind that lashing points of containers or any other cargo might be
obstructed, which may cause problems at intermediate discharge ports.

Whenever cargo is to be loaded on top of hatch covers the resting place of

crane jibs and derricks should be checked prior to loading to ensure that
they do not interfere with cargo stowed below.

The permissible stack weight of the weather deck, gratings in the cargo
holds and the hatch covers must be known in order to determine if the
particular item can be loaded in the planned location or not. The weight

72
of heavy items is to be distributed in such a way as to avoid stress on the
ship’s structure. If space is limited and several heavy items must be loaded
in the same place, the solution can sometimes be to use 20’ or 40’ collaps­
ible flat racks as platforms to spread the cargo weight. It is preferable to
stow heavy items in the fore-aft direction.

If the vehicle is in driveable condition and can be driven to the desired lo­
cation this will allow more flexibility when manoeuvring on board. If other
parts of the vehicle’s structure (such as digger arms, excavator buckets or
crane jibs) are moveable, this can be helpful to use space more efficiently
by ‘nesting’ the vehicles together. The lifting capacity of the ship’s gear
and of the shore cranes should be sufficient to place vehicles at full out­
reach on the sea-side of the vessel as well as the shore-side. If the crane’s
lifting capacity at full outreach is insufficient, the vessel may have to be
shifted around which will cause a delay, costing both time and money.
As a point of good seamanship, the effects of ballast and fuel loads on sta­
bility should be considered to compensate when vehicles are loaded on
deck.

73
If discharge facilities are considered at the time of load planning, then this
can also influence the efficiency of the stowage. When discharging vehi­
cles it is therefore also important to know the outreach of available shore
cranes at the discharge port. This will determine how best to handle the
cargo loaded on the shore - and the sea-sides of the deck, as well as from
the bottoms of the holds.

The berthing of the vessel at the discharge port (port or starboard along­
side?) can also affect the discharge performance and operation, along with
the aforementioned considerations towards stability arising from ballast
and fuel loads.

If location and method of both loading and discharging have been decided
for all cargo items, then the weight distribution and dunnage requirements
must be considered. A specific example of a vehicle needing special atten­
tion could be a heavy road trailer resting only on two landing legs and per­
haps the four wheels/tyres of two axles.

74
Trailers are often sent for shipment with heavy equipment loaded on or
inside them, so it is clear that dunnage must be placed to distribute the
weight of the load. If this is not done, the heavy pitching and pounding of
the vessel will cause damage to the deck, gratings and hatch covers from
the repeated impact of the landing legs of the trailers.

75
The main problem whenever deck or underdeck machinery is being loaded
on a reefer vessel is a lack of sufficient lashing points. Wheel-based car­
goes when loaded on deck, where practicable, should be stowed close to
the ship’s side where sufficient lashing points can be found. The brakes
should be applied, so that the wheels are blocked to prevent shifting.

On the decks of older and smaller reefer vessels, the availability of suit­
able lashing points can also be limited, although the larger and more mod­
ern (container-fitted) vessels are better equipped. Very few vessels are
equipped with welded eyes on deck which can be used for lashing purpos­
es. When a heavy item is to be loaded and especially one which requires
special securing, it is always recommended to use some 20’ and 40’ flat
racks (collapsed as platforms). The design of modern flat racks includes
many strong lashing points. In these situations, the flat rack is usually load­
ed and twist-locked on deck first and then the cargo is landed on top as a
static load.

Current designs of 40' flat racks are usually certified for up to 45 tons
maximum gross weight, but this rating is for lifting a loaded flat rack and
cargo. If a flat rack is used for a static load, then a much higher weight
can be loaded- perhaps up to 80 tons- but this figure will be dependent on
weight distribution (tons per sq. metre), as well as stack weight limitations
on the vessel itself.

Example for the items loaded on deck:

Machinery or trucks of 24 tons multiplied by (five) 5, the total weight of

120 tons must be divided by the breaking strength of the lashing material
(chain of 20 tons). So, for the unit of 24 tons the number of used chain
must be 6. It is also possible to use 24 spansets of 5 tons each, but in this
case is better to use 6 chain.

Always use even number of lashings, rounding off upwards.

76
4. PROJECT CARGOES
Project cargoes are one of most interesting and varied cargoes to load.
They can be loaded under deck as mentioned in a previous chapter, but it
is also common to load such a cargo on deck due to the size and weight of
the loads.
In order to ensure correct stowage and adequate lashing it is imperative to
have as much information about the cargo as possible.

The following essential information points should be made available:

- Technical drawings (to scale) and, if possible, photographs of the
cargo should be obtained which clearly show the correct lifting and
lashing points
- Weight of the unit (in order not to overload permissible stack weight
per square metre)
- To be clear about the load-bearing footprint of the cargo items (as
distinct from the area covered by the entire piece)
- Correct dimensions must be declared to find the optimal loading po­
sition
- To check if there are any fragile or delicate protrusions which must
be protected
- The required permissions and clearances should be obtained from
the shipper for loading on deck (especially in respect of appropriate
insurance coverage)
- The cargo should be protected in an adequate and seaworthy manner.
- From the technical drawings the lifting and lashing points should be
clearly identifiable
- In case of a very heavy item loaded by a shore crane, vessel stability
requirements should be calculated
- In the case of oddly-shaped loads or loads with uneven weight dis­
tribution the lifting should be accomplished using an appropriate
spreader or frame to avoid an imbalance or, at worst, to avoid the
wires slipping from the lifting hook
- The crew of reefer vessels should not be used for lashing of the car­
go. Rather the professional lashing gang must be employed.

77
Preloading inspection, loading, carriage and discharging must be planned
in all details in order not to have unnecessary surprises.

Project cargoes are usually of high value and the shippers often require
such cargo to be protected by tarpaulins.

In order not to loose the tarpaulin during the sea journey the following
should be noted:

- The gauge (thickness) of the tarpaulin is such that it cannot easily be

punctured or worn through by vibration and that the wind cannot lift
it easily
- The tarpaulin must have metal reinforced punched eyes where ropes
can be tightened
- A cargo net should be placed over the tarpaulin to provide the neces­
sary protection during the voyage up to the discharging port.

78
When cargo is to be secured by shore-based lashing gangs, it will be nec­
essary to have an expert to make correct calculations or even to enlist the
services of a Marine Surveyor to ensure that the correct quality and quan­
tity of lashings are used along with the optimal lashing angles.

If new or additional lashing points have to be welded to the vessel struc­

ture, it must be remembered that reefer vessels have insulation material
below the deck which can be damaged and can even catch fire in case of
negligence. Lashing eyes should be welded in places where no insulation
material is placed (such as frames and various supports on deck).

It is convenient to utilise D-rings which can be placed on available con­

tainer shoe fittings.

If the cargo has no lashing points then securing must be performed by

means of looped ropes over or across the piece which are secured together
on the same side of the unit.

79
5. SPECIAL CARGOES

Occasionally, very special cargo is shipped by sea in conventional form

which can be loaded on board reefer vessels. This kind of cargo requires
very careful handling and securing, often because it is high value, unique
and usually delicate, if not irreplaceable (as shown in the picture above of
a Second World War fighter aircraft).

80
 in NEW CALEDONIA
since 1863
BALLANDE

AGENCE MARITIME BALLANDE

(Shipping Agencies)

Tel: 687-232910 • Fax: 687-287388

E-mail: amb@amb.nc

MANUCAL
(Stevedoring)

Tel: 687-232905 • Fax: 687-277042

E-mail: manucal@manucal.nc

S.T.T.R
(Road Transports)

Tel: 687-232929 • Fax: 687-271704

E-mail: sttr@sttr.nc

22 Avenue James Cook,

P.O. Box 97-98845, Noumea, New Caledonia
Our company, belonging to the “Royal Burger (group, is one of the oldest in the port of
Antwerp, representing a number of diner operators serving worldwide destinations,
where the majority of them are conventional/breal/bull/andproject cargo orientated.
Of course severad container traders and “Ro-Ro business are also represented in our
company.

As a port agent we will attend more than 750 vesseds cadding Antwerp this year and
adso our totaddy independentforwarding department is maindy engaged and integrated
with major project and breajbudf traders.

Van Ommeren is adso representedin the main ‘European countries, centraddy managed,
is unique and in step with the new borderdess Europe. It is without saying that thanks
to this concept adso sales and marketing is handled as an European chain/team.

Contacts Van Ommeren Antwerpen 5jV

Rynpoortvest 4, Bus 2
“
B — 2000 Antwerp (Belgium)

Tic (Hugo De Vocht

Direct ted +32 /3 /221 42 37
Mobile +32/475/462727
Rag: +32 /3 /226 6911
E-mail h.devocht@ ommeren.be
 BOATS AND YACHTS
Reefer vessels increasingly transport boats and yachts (as other conven­
tional and dry cargo shipping services are replaced by container ships). It is
therefore important to know how best to handle, stow and secure these craft
and to take all precautions to know how to avoid any possible damage.

83
The following items of information can often be missing and are usually
omitted from a booking list:
- The type of boat/yacht to be transported (i.e. sailing boat, motor boat,
trimaran or catamaran)
- Will the yacht have a cradle
- Is the boat/yacht new or second-hand
- Will the boat/yacht be loaded on board from sea or from ashore.

It is important to know the type of boat to be able to prepare all the neces­
sary steps and minimize loading time.

If the boat is a new sailing boat then it will usually be loaded on a cradle
with the keel weight loaded separately.

If the boat is a second-hand sailing boat, the keel weight will be attached to
the boat and the boat will be measurably taller (by several metres).

In many instances second-hand catamarans and trimarans are loaded di­

rectly from the water which means that no cradle will be available.

84
It is uneconomic to keep a boat suspended from a crane while the lashing
gang prepares a suitable platform so it is essential to know if a cradle will
be provided or constructed prior to loading.
Occasionally some second-hand craft are to be loaded with the mast(s)
erected. In these situations it is of vital importance to be aware of the air
draught (overhead clearance) en route- especially considering bridge clear­
ances and any overhead power cables straddling narrow waterways. Some
yachts have masts exceeding 20 metres in height and costing hundreds of
thousands of Dollars, so it is important not to under-estimate this aspect.

Prior to commencement of loading it is always advisable to have a pre-

loading survey of the boat. Any damages to the boat caused prior to load­
ing on board the vessel will be refused by the shipowner. Most commonly,
damages are noted to the edges of the decks of boats when a spreader with
insufficient width has been used.
When preparing a boat for lifting either from the quay or from the water, it
is essential to be sure that the size of the spreader is wider than the boat. If
this is not the case, the loading should be stopped until the correct loading
gear can be supplied.

85
When lifting special boats the spreader should also be custom-built for that
boat.

All the comments above for the loading procedure apply equally to the
discharging port.

The positioning of lifting slings will depend on the construction of the

boat. It is advisable to know the position of the frames, so that the slings
are placed on this position. It should also be noted that the centre of weight
is not likely to be at the centre of the boat, so the balance point of the boat
should also be provided by the manufacturer or the owner.

It is also important that the length of the spreader is adjusted to exactly fit
at the correct location where the lifting point is marked.

If the boat is to be lifted from the water the cage must be positioned and
secured. It is very important that the cradle is tight with a small clearance if
needed. This is important when lowering the boat to the cradle so that the
cradle can shift a few centimetres if the lowering operation is not precise.
However, the cradle must not be so loose as to allow the boat to swing and
be damaged.

If loading a boat from the water, divers must be involved to correctly place
the slings under the boat.

It is always helpful to remind the stevedores that, because of the shape of

the boat, both slings should not be of the same length. The aft sling where
the boat is wider must be slightly longer (this can be achieved with a few
shackles) than the front sling. If the boat is to be loaded from shore, this
difference can easily be measured with a piece of rope. Knowing the dif­
ference between the lengths of fore and aft slings will save time for the ste­
vedores and minimize the moving of the boat to one lift only.

Depending on whether the ship’s crane or shore crane is used, it is impor­

tant to know if the crane can compensate and adjust the swing of the yacht
if caught by a gust of wind. Shore-based container gantry cranes incorpo-

86
rate a wind correction such that extra slings are not required on the bow
and stem of the yacht to be lifted in order to keep the boat from swinging.
On no account should any persons be allowed to remain on board the boat
during lifting operations.

87
The most common sizes of the boats transported by sea are between 10 and
14 metres. If the boats are new they are usually delivered by road to the
port where they will be loaded on board the vessel. In order to avoid un­
necessary risks it is usual to load these boats onto a flat rack first and then
on board the vessel.

When lifting the boat on a flat rack the same recommendations mentioned
earlier about the correct size of spreaders must be followed. The spreader
should be placed on the flat rack in such a way that the chain which will be
later used to lift the flat onto the ship will not pass too close to the boat.

The cradle of the boat must always be lashed to the flat rack before the lift­
ing begins. It is advisable to lash the cradle to the flat rack with chains.

Four chains are usually sufficient to lash the cradle but the correct number
of chains will depend on the weight and height of the boat.

When lashing large boats, old and rusty chains must not be used. The chains
used must conform to the strength certificates provided. The number of

88
chains required will depend on the weight of the boat, the S.W.L. of the
chains and on the angle of placing the chains.

Where the keel ballast is fitted to the boat it is important to lash the keel
weight separately. Chains should never be used to lash the ballast weight.
If fitted, rubber cushions or other upholstery material prevents the chain
from coming into direct contact with the weight. These padded surfaces
are very soft and delicate parts of the boat so spansets and ratchets should
be used to lash these parts. The weight must be lashed to the cradle and
not to the ship.

Once the cradle is lashed to the flat rack or directly to the ship’s deck, the
boat must be lashed to the ship’s structure whenever the weight of the boat
exceeds 20 tons. If the weight of the boat is less than 20 tons the boat can
also be lashed to the flat rack.

Whenever lashing a boat it is possible to use the normal boat fittings to

place the spansets. Ratchets should always be used to allow re-tightening
during the voyage.

89
Rubber protection should always be used when placing spansets at the out­
er edges of the boat. This is valid for both new or second-hand boats. The
ideal placing is when two spansets are forming an angle of 90 degrees.

New boats are usually vacuum-wrapped in plastic. Care should be exer­

cised when cutting the plastic where the fittings are placed. The cut area
must be immediately sealed with masking tape in order to prevent penetra­
tion of air and moisture.

Proper care and attention must be paid when keel ballast is delivered for
shipment by manufacturers with no protection on very sharp or rough edg­
es.

The most suitable material to lash boats/yachts is spansets with ratchets.

The most common types are those of 5 tons S.W.L. but care should be tak­
en to protect the edges of the boat when placing the spansets.

90
Yachts are always shipped together with their masts. For yachts up to 12
metres the masts are very light and do not normally have special supports.
The masts for maxi yachts are usually transported with a cradle (supports)
and can be very heavy. It is suggested to load the mast and supports at

91
the end of the loading operation and on the top of flat racks as shown on
the photograph. In view of the cost and very delicate construction, masts
should not be loaded adjacent to where other cargo is to be handled to min­
imize the risk of transit damage.

92
Masts can also be loaded on deck, but space should be found which will
not be exposed to the swell of high sea.

Protection can be found behind containers, hatch coamings, flat racks or

similar shelter.

Masts are also very light so no special attention is required for lashing.
Spansets and ratchets or simply Hercules rope can suffice for good lash­
ing.

A pre-loading survey should be carried out when loading yachts. This will
confirm the condition in which a boat has been delivered to the ship. The
same surveyor will supervise loading and lashing of the yacht. This will
provide a complete transportation record of the craft up to the departure of
the carrying vessel.

TRANSIT DEKEIREL
ET HARDEBOLLE
LE TRANSITAIRE ET L’AGENT MARITIME
DUNKERQUOIS INDEPENDANT

TRANSIT - DOUANE - AGENT MARITIME

Tel.: 03 28 65 86 40 - Fax: 03 28 63 02 83 - Télex: 820025

adresse e-mail: xddekeirel@netinfo.fr

MEMBER:

Adresse: 30-34, Quai des Américains

B.P. 4206 - 59378 DUNKERQUE CEDEX I

93
 quality - reliability - flexibility

^PasecPort —

Lashing & Securing

on general cargo, ro-ro,
container, reefer vessels ...
and
in containers, on trucks,
on railway wagons ...

Pasec Port N.V.

Haven 269
Oosterweelsteenweg 58
2030 Antwerpen
Belgium

tel. : ( +32 ) 03-546.41.50

fax : ( +32 ) 03-542.31.13
E-mail : info@pasecport.com

www.pasecport.com
 LASHING EQUIPMENT
It is of great importance that proper lashing material should be used, bear­
ing in mind the cost, speed, strength, safe working load and knowing
whether the crew is able to perform proper lashing or if it should be done
by a professional lashing gang.
It would be a grave error indeed if inadequate lashing material is in use or
if appropriate material is used incorrectly.
Factors such as the time of the year, route of the voyage and weather con­
ditions must be considered when determining the number and strength of
lashings.
If the lashing material is supplied from the vessel (previously used), the
material must be in good condition. If the material has not been kept in a
dry storage area, humidity and moisture may adversely affect the designed
or manufactured load strength.
Lashing material must be thoroughly inspected and all rusty and damaged
or defective equipment should be discarded.

Lashing equipment which is commonly used on reefer vessels consists

of:
1 .) CAR LASHINGS AND LOOPS
2 .) STEEL STRAPPING
3 .) WEBBING (SPANSETS/RATCHETS)
4 .) CHAINS (AND LOOPS)

There are also other methods and material in use to secure the cargo:

5 .) TIMBER DUNNAGE
6 .) CHOCKING
7 .) LIGHT WIRE AND HERCULES ROPE
8 .) RUBBER PROTECTION

95
1. CAR LASHINGS AND LOOPS

a.) Types of lashing equipment

Knowing that the cars are to be stowed on both insulated and non-insulated
decks and that, on some ship types, non-insulated decks are spar decks, the
vessel must have a sufficient quantity of lashing equipment for cars.

The lashing equipment consists of:

- Lashing hooks “S” type
- Lashing hooks “T” type
- Nylon car straps with plasticized hooks, tensioner, and loops (“car
lashing”)
- Hercules rope
- Wooden turn sticks

96
If the vessel has gratings with holes, “S” hooks will be required. Ships with
spar decks must have an adequate number of “T” hooks for those decks.

Car lashing straps can be used for several voyages, but are clearly more
expensive than using Hercules wire with wooden sticks.

When using Hercules rope it must be clear that this is for single voyage
use only. To determine what equipment will be used will also depend on
whether or not the vessel will perform single or multiple voyages with cars
on board. Also, the supply of lashing gear will depend on the cargo book­
ing terms (Liner terms or Free in/out).

It is always quicker to lash cars using official nylon car lashing straps in­
stead of Hercules rope. Also, care is to be exercised when lashing new
cars, in case the plasticized hooks of the car straps are damaged or rusty. If
possible, equipment in bad, dirty, or worn condition should not be used.

97
As a general rule, lashing equipment should be installed away from the
driving area before the loading operations begin, to reduce the need for
stevedores having to pass the already positioned cars in the hatches.

b.) Where to lash:

Vehicles must be lashed as soon as they have been positioned, even if this
slows down the loading operations.

- The lashings (4 sets per vehicle), should be fixed to the specially de­
signed lashing points provided by the manufacturer. These can usu­
ally be found at the undersides of the cars, one in the front and one
at the rear
- Alternatively the towing hooks on the front and rear parts of the car
may be used for securing the vehicle
- If neither lashing points nor towing hooks can be used then a solid
place should be found where the rope or straps will not slip, or where
the hook can be adequately tightened.

98
No other mechanical part or bodywork section (such as axles, side mem­
bers, suspension springs, shock absorbers or bumpers, etc.) should be used
to lash vehicles, unless specifically authorized by the shipper.

Furthermore:

- Lashings should be directed in such a way as to provide the best an­

gle of grip (ideally 45 degrees)
- The lashings should be sufficiently tensioned to keep the vehicles in
position, but should not put excessive stress on the lashing points
- On decks with gratings these can possibly be lifted up by the force of
lashing, so only fixed gratings should be used or, if necessary, with
other cars loaded onto the gratings
- The lashings should not touch any other part of the vehicles
- Vehicles must never be secured to any other vehicle.

99
c.) Amount of equipment
When calculating the number of hooks, car lashings and rope/wooden
sticks, the following parameters should be considered:

c.1) When using lashing straps:

- Four car hooks per car: this is enough when cars are loaded in front
and rear position
- Four nylon car straps connected to each hook
- Four loops connected to the car lashing points.
It should be remembered that the type of hook may vary between “S” and
“T” types, depending on the type of floor on the decks where cars will be
loaded.
In the unfortunate event that cars must be loaded athwartships, then a min­
imum of 6 (but preferably 8) car straps or rope lashings must be used.

100
c.2) If the vessel will use Hercules rope, a minimum of 2.5 metres of rope
should be calculated for each lashing. A total of about 10-12 metres of rope
per car should be enough to perform an adequate lashing (basis 4 lash­
ings).
When using rope as lashing equipment, wooden sticks should also be used
as tensioners. Four wooden sticks plus four car hooks per car are sufficient
for lashing. If the cars are to be loaded/lashed on deck (second-hand cars
only), it is likely that the lashing points will be spread at irregular posi­
tions and that more rope than the 2.5-3.0 metre lengths stated above will
be required.

d.) Securing
- No gloves should be allowed to touch the vehicle’s bodywork while
they are being lashed
- Lashers are permitted to walk only between the bumpers and along­
side the key vehicles (driver’s side only)
- It is forbidden to stand on the bumpers or to climb on the body­
work. Lashing equipment should never be placed on the vehicle bod­
ywork

2. STEEL STRAPPING
This method of lashing is used when a shore-based lashing gang is work­
ing on board the vessel and must be performed using an air compressor
(not manually).

Steel strapping cannot be tightened during sea passage, so the officers must
be sure that everything is well tightened.

The steel straps have no elasticity, so a well tightened strap should remain
tight for the whole voyage.

This material is for underdeck use, but on some occasions they can also be
used on deck in order to provide extra security where insufficient strong
lashing points are available.

101
The types of cargo where this method can be used are: steel products such
as reinforcing bars, wire netting, plates, bars, pipes etc..

102
Special care must be taken to ensure that cargo is not damaged when tight­
ening the straps.

This type of lashing is not suitable for ro-ro cargo (trucks and machinery)
nor for heavy units.
Steel straps will damage any delicate cargo surfaces (various types of paint
and coating), so it is necessary to place cardboard protection under the
strapping at vulnerable points of contact.
A major disadvantage of this type of lashing is that it cannot be re-tight­
ened during the sea passage.
The advantage lies in fast, easy handling and low cost.

3. WEBBING (SPANSETS/RATCHETS)
This securing method is very popular with ships’ crews because of easy
handling.

Webbing lashings are usually provided with ratchets and the most common
use is for securing ro-ro units of up to 10 tons of weight, craft and yachts,
various types of project cargo, pipes, crates and cases which are not pro­
vided with lashing points.

A disadvantage of webbing is that the material is very elastic and must be

re-tightened during the sea passage.

There are different sizes in use but the most common strengths are of 5 and
10 tons with lengths between 9 and 12 metres.

103
There is also a possibility to use webbing (endless strapping) with seals
and hooks instead of ratchets but, if seals and hooks are in use, it is not
possible to re-tighten the lashing unless the ship is equipped with the ap­
propriate tools for this method.

It is highly recommended for every ship to carry this simple tool which can
be vitally important in case of need.

104
4. CHAINS
Usually chains are used for heavy units (on reefer vessels) loaded on or
under deck and for ro-ro cargo. The type of chain which is most common­
ly used on board is 6 metres long with hooks on each side and a breaking
strength of 20 tons.
When a new ro-ro item is lashed or any kind of new machinery the chains
must not be directly attached to the unit. In such a case loops or rubber pro­
tection should be used in order to avoid direct steel-to-steel contact.
If the cargo does not move during the voyage, the chain does not stretch,
which is the major advantage. The other advantages are that they can be
used by the ship’s crew as well as professional shore-based lashing gangs.
Tightening chains with a tensioner is easy, they have a relatively high
breaking strength and a fast lashing operation can be achieved.
The main disadvantage is the high cost. Chains are very expensive and they
must be kept in a dry space, away from sea sprays and rain influence.

The use of wire rope, turnbuckles, shackles and cleats is rare on board
reefer vessels (partly due to the risk of damage to vessel and cargo). Oc­
casionally, shore-based lashing gangs may use these items in very limited
circumstances.

105
5. TIMBER DUNNAGE
Some of the main functions of timber dunnage are:
- To spread the weight
- To separate the cargo
- To increase the friction
- To protect the cargo
Timber dunnage can be timber in the form of planks, flat boards and ply­
wood.
When ordering plywood this should always be used as separation dunnage
and never as dunnage to spread the load. When ordering square timber
this will be for use as support for the cargo against tipping, or to spread
the weight. Dunnage planks can be used in any of above mentioned func­
tions.
Reefer vessels are not built to carry heavy cargoes, which emphasises the
importance of using dunnage to spread the weight of the load. Therefore,
before commencement of loading of heavy cargo on deck it is essential to
know the maximum permissible loading weight per square metre.
To calculate the area in square metres which must be covered with dun­
nage, the weight of the load should be multiplied by the maximum permis­
sible load rating (tons per sqm).
It is always better to have two dunnage planks nailed together than a sin­
gle piece of square timber. The risk of square timber breaking or snapping
under a given weight is greater than when two dunnage planks are nailed
together.
If special square timber is ordered for heavy loads, this must be Straight
Grain Timber and not Curved Grain Timber.

106
The positioning of heavy items is very important - the heaviest part should
be placed at the end of the hatch covers or on the place where container
shoes are fitted (if placing the unit on deck) when the unit is not loaded in
a flat-bed area.

6. CHOCKING
When loading steel cargo the stow should be compact. In case of any gaps
between the bundles or loose pieces these must be chocked in order to
make a compact stow.
Construction is made with square timber (3x4") and the adjustments can
be made with wedges.
When placing the wedges, nails may be used or not and it will depend on
the circumstances as to the method adopted.

107
7. LIGHT WIRE AND HERCULES ROPE
Hercules rope is primarily used when loading cars on deck. If and when
loading second- hand cars on deck and the ship is not on a regular trade it
is advisable to use Hercules rope for commercial reasons (car lashings are
more expensive). This rope can be also used when securing jumbo bags of
cement or other commodities.
Light wire (usually 8 mm wire) is commonly used when lashing vans, light
trucks and tractors loaded on deck.
For under deck stowage, light wire should be used when lashing lighter
pieces of project cargo (up to 2 tons).
The advantages of wire and rope is the possibility to re-tighten them dur­
ing the sea passage, as well as being reasonably inexpensive.
The main disadvantage is that wire and ropes will more easily loosen than
webbing or car lashings and therefore should be checked frequently (more
than daily) for tightness.
It should be emphasized that wire and ropes are intended for single voy­
age use only.

108
8. RUBBER PROTECTION
Rubber protection is an inexpensive type of lashing material and every
vessel should carry a roll of rubber strip or mat on board. This type of pro­
tection should be used when loading new trucks, heavy machinery, differ­
ent project cargo or craft and yachts on board.

With this simple and inexpensive protection material shippers can be

shown the steps taken to prevent damage to their cargo. Rubber protection
should always be placed when paint and coatings can be damaged using
chains, webbings, light wires and Hercules rope.

109
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 EFFICIENCY OF LASHING
ARRANGEMENTS
It is a mandatory regulation for all the ships to have a current Cargo Secur­
ing Manual (CSM) which every Master and Deck Officer can consult and
can be applied in practical operations.

A Cargo Securing Manual (CSM) on reefer vessels contains very little in­
formation related to the cargo described in this book so, besides CSM it is
advisable to combine the information from Code of Safe Practice for Car­
go Stowage and Securing (CSS Code), Thomas’ Stowage, Lashing and Se­
curing of Deck Cargoes and advice in this book, whenever loading a cargo
with which the Master and the Officers are not very familiar.

It is advisable to know the definition for the Maximum Securing Load

(MSL-related to securing devices), Breaking Load or Nominal Breaking
Loads (NBL) and Nominal Breaking Strength (NBS), Proof Load Factor,
Safe Working Load (SWL-related to lifting tackle), Working Load Limit
(WLL) and Minimum Ultimate Strength for the materials most often in use
for lashings. This will help to determine the correct type and quantity of
lashing material. This will also help in communication and closer co-op­
eration with professional lashing companies.
Note:
Proof Load is usually twice the SWL or WLL.
SWL/WLL vary between one-sixth to one-third of Breaking Strength.
SWL/WLL may be substituted for MSL when using for securing purpos­
es (when SWL is higher than MSL).

Ill
 For rough calculation the following may apply:
Minimum Ultimate Strength Proof Load SWL
100% 50% 25%

Minimum Breaking Force Proof Load SWL

100% 40% 20%

Understanding that reefer vessels are not the ideal type of vessel for load­
ing and stowing very heavy cargo and given that the ship has a limited
number of lashing points in the cargo holds and on deck, it is not practi­
cal to discuss very precisely the correct lashing angles, transverse, longi­
tudinal and vertical acceleration, various correction factors, longitudinal,
transverse and vertical forces, friction coefficients, longitudinal and trans­
verse sliding and transverse tipping.

Whenever it is necessary to apply these expressions in practice, it is advis­

able to contact specialised companies or Surveyors who are familiar with
loading and securing of very heavy units.
In such a case the Surveyors will use one of two methods of accessing the
efficiency of securing arrangements.

How many lashings to place in order to be sure that the cargo is safely
lashed?
Is it better to lash with chains or using steel wire?
How to satisfy requirements for vertical, longitudinal and horizontal forces?
Which is easiest, cheapest, fastest and most convenient system to apply,
etc., etc.
All of the above questions require a degree of professional diligence and
care but the most important question remains: “What needs to be done to
have sufficient lashing?”

112
Experience points to the following calculation rule:

- 5-times rule for the cargo loaded on deck and

- 3-times rule for cargo loaded underdeck.
Example: Heavy truck of 24 tons to be loaded on deck. The securing
devices are chains each with a Breaking Strength of 20 tons.
Calculation: 24 x 5 = 120 : 20 = 6 = total of 6 chains
To lash the truck six (6) chains will be required, with a Breaking
Strength of 20 tons.
For the same truck of 24 tons loaded underdeck the calculation will
appear as follows:
Calculation: 24 x 3 = 72 :20 = 3.6 = total of 4 chains
To lash the truck four (4) chains will be required, with a Breaking
Strength of 20 tons.

(MSL is the correct expression of a securing device, but from experience

it is clear that professional lashing gangs invariably use the Breaking
Strength to determine the number of lashings).

Why 5-times or 3-times rule? Simply because the reefer vessel:

- Is not built to carry heavy cargoes

- There are insufficient lashing points
- It is not easy to add additional lashing points
- The crew are not usually familiar with this type of cargo.

In Annex 13 ofCSS Code two different methods are given (Rule-Of-Thumb

and Advance Methods), in order to help to determine if the chosen sys­
tem of lashing is sufficient to prevent movement of the cargo unit during
the sea passage.

IMPORTANT: The CSS Code and CSM Regulations cannot be

overruled with the simple 513-time rules shown above.

113
Authorization has been obtained from the International Maritime Organi­
zation (IMO) to use tables, formulas and sketches from CSS Code Annex
13 “Methods to assess the efficiency of securing arrangements for non­
standardized cargo”, in order to give an opportunity to display both calcu­
lation methods in this publication.

1. RULE-OF-THUMB METHOD
This is a simple method which does not take into account stability of the
vessel, her size, the season and area where the ship will perform the voy­
age nor her loading condition. However, the method takes into account
lashing angles (should not be greater than 60°), friction against sliding (ad­
equate dunnaging) and non-homogeneous distribution of forces.
This method uses Maximum Secured Load (MSL) as a term to define the
load capacity for a device used to secure cargo to a ship.

MSLs for different securing devices are given in a table below.

Table 1 - Determination of MSL from breaking strength

MATERIAL MSL
- shackles, rings, deck eyes,
turnbuckles of mild steel 50% of breaking strength
- fibre rope 33% of breaking strength
- web lashing 50% of breaking strength
- wire rope (single use) 80% of breaking strength
- wire rope (re-useable) 30% of breaking strength
- steel band (single use) 70% of breaking strength
- chains 50% of breaking strength

Rule-of-Thumb Method is based on the following:

The total number of the MSL values of securing devices on EACH SIDE of
cargo unit SHOULD EQUAL to the WEIGHT of the unit.

Securing devices which are ledforward or aft should not be included in the
calculation as well as devices with an angle of more than 60°.

114
2. ADVANCED CALCULATION METHOD
a) This is a more precise method where Longitudinal, Transverse and Ver­
tical Forces should be obtained using the formula:

F(x,y,z) = m x a(x,y,z) + FW(x,y) + FS(x,y)

F(x,y,z) = longitudinal, transverse and vertical forces

m = mass of the unit
a(x,y,z) = longitudinal, transverse and vertical acceleration
FW(x,y) = longitudinal and transverse forces by wind pressure
FS(x,y) = longitudinal and transverse forces by sea sloshing

The basic acceleration data is presented in table 2.

Table 2 correction: for the vessel of 100m in length, speed of 15 knots and
sailing all year round, the table must be entered on the basis of the position
of the cargo unit in terms of the height and fore-and-aft location.
Table 2 - Basic acceleration data

Longitudinal
Transverse acceleration ay in m/s2 acceleration ax
in m/s2

on deck, high 7.1 6.9 6.8 6.7 6.7 6.8 6.9 7.1 7.4 3.8
on deck, low 6.5 6.3 6.1 6.1 6.1 6.1 6.3 6.5 6.7 / 2.9

'tween-deck 5.9 5.6 5.5 5.4 5.4 5.5 5.6 5.9 6.2 2.0
lower hold <5.5 5.3 5.1 5.0 5.0 5.1 5.3 5.5 5.9 ) 1.5
I I I I I I I I I
C 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

Vertical acceleration az in m/s2

7.6 6.2 5.0 4.3 4.3 5.0 6.2 7.6 9.2

For the ships of a length other than 100m and a service speed other than 15
Kts, the acceleration figures should be corrected by a factor given in table 3.

a(x,y,z) corrected - longitudinal, transverse and vertical acceleration

115
 Table 3 - Correction factors for length and speed
^-^Length (m)
50 60 70 80 90 100 120 140 160 180 200
Speed (Kts)^\
9 1.20 1.09 1.00 0.92 0.85 0.79 0.70 0.63 0.57 0.53 0.49
12 1.34 1.22 1.12 1.03 0.96 0.90 0.79 0.72 0.65 0.60 0.56
15 1.49 1.36 1.24 1.15 1.07 1.00 0.89 0.80 0.73 0.68 0.63
18 1.64 1.49 1.37 1.27 1.18 1,10 0.98 0.89 0.82 0.76 0.71
21 1.78 1.62 1.49 1.38 1.29 1.21 1.08 0.98 0.90 0.83 0.78

24 1.93 1.76 1.62 1.50 1.40 1.31 1.17 1.07 0.98 0.91 0.85

For length/speed combinations not directly tabulated, the following for­

mula may be used to obtain the correction factor with: v = speed in knots
and L = length between perpendiculars in meters:

correction factor = (0.345 ■ v/fL) + (58.62 ■ L- 1034.5)/L2

This formula should not be used for the ships lengths less than 50m or
more than 300m.

For ships with B/GM less than 13, the transverse acceleration figures
should be corrected by a factor given in table 4.

Table 4 - Correction factors for B/GM

B/GM 7 8 9 10 11 12 13 or above
on deck, high 1.56 1.40 1.27 1.19 1.11 1.05 1.00
on deck, low 1.42 1.30 1.21 1.14 1.09 1.04 1.00
tween-deck 1.26 1.19 1.14 1.09 1.06 1.03 1.00
lower hold 1.15 1.12 1.09 1.06 1.04 1.02 1.00

In case of severe weather condition, the given figures of longitudinal,

transverse and vertical acceleration may be exceeded.

116
Forces from wind and sea to the cargo unit above the weather deck should
be accounted for with a simple approach:

Force by wind pressure-longitudinal (IkN per m2) (FWx)

Force by wind pressure-transverse (IkN per m2) (FWy)

Sea sloshing forces need only be applied to a height of deck cargo up to 2m

above the weather deck or hatch top.

Force by sea sloshing-longitudinal (IkN per m2) (Fsx)

Force by sea sloshing-transverse (IkN per m2) (Fsy)

b) The balance calculation should preferably be carried for:

b.1) Transverse sliding

Fy < p x m x g + CS1 '*fl + CS2 x f2 + ...+ CSn x fn

where
n - the number of lashings being calculated
Fy = transverse force from load assumption (kN)
p - friction coefficient
m - mass of the cargo unit (t)
g = gravity acceleration of earth = 9.81 m/s2
CS = calculated strength of transverse securing devices (kN)
MSL
CS = ——— (MSL must be listed in kN (10 kN=l ton))

ƒ is a function of p and a the vertical securing angle a (see table 6)

Friction Coefficient (p) towards prevention of sliding can be found in table 5.

117
 Table 5 — Friction coefficient
Materials in contact Friction coefficient (p)
Timber-timber, wet or dry 0.4
Steel-timber or steel-rubber 0.3
Steel-steel, dry 0.1
Steel-steel, wet 0.0

ƒ values as a function of a. and p is given in table 6

Table 6 -f Values as a function a and p

oc
p \ -30° -20° -10° 0° 10° 20° 30° 40° 50° 60° 70° 80° 90°

0.3 0.72 0.84 0.93 1.00 1.04 1.04 1.02 0.96 0.87 0.76 0.62 0.47 0.30
0.1 0.82 0.91 0.97 1.00 1.00 0.97 0.92 0.83 0.72 0.59 0.44 0.27 0.10
0.0 0.87 0.94 0.98 1.00 0.98 0.94 0.87 0.77 0.64 0.50 0.34 0.17 0.00

Remark: ƒ = p • sin a + cos a

Any vertical securing angle of greater than 60° and any horizontal secur­
ing angle greater than 30°, will reduce the effectiveness of the securing
devices.

Figure 1 - Balance of transverse forces

118
b.2) Transverse tipping

This balance calculation should meet the following condition:

Fy x a < b x m x g + CS1 x cl + CS2 x c2 + ...+ CSn x cn

where

Fy, m, g, CS, n are as explained under b. 1

a = lever-arm of tipping (m) see figure 2
b = lever-arm of stability (m) see figure 2
c - lever-arm of securing force (m) see figure 2

Figure 2 - Balance of transverse moments

119
b.3) Longitudinal sliding

Under normal conditions the transverse securing devices provide sufficient

longitudinal components to prevent longitudinal sliding.

Fx < \x x (m x g - Fz)+ CS1 x fl + CS2 x f2 + ...+ CSn x fn

where

Fx is longitudinal force from load assumption (kN)

m, m, g,fn are as explained under b. 1
Fz is vertical force from load assumption (kN)
CS is calculated strength of longitudinal securing de­
vices (kN)
MSL
cs =--------- (MSL must be listed in kN (10 kN=l ton))
1.5

If sliding and tipping forces are greater than external forces then the
lashing arrangement may be considered sufficient for the voyage.

120
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121
Below can be found a table for the Advanced Calculation Method present­
ed in a way which is both simple and easily understood.

ADVANCED METHOD OF CALCULATION FORM

Vessel: Voyage No.

Load Port: Discharge Port:
Load Date: Discharge Date:
Cargo Type:
STEP ONE - Inputs and Primary Calculations
SHIP CARGO

Length Width

Breadth Length

GM Height

Speed Mass (m)

B/GM Longitudinal position

Table 3 correction T3 Vertical position

Table 4 correction T4 Friction (p)

Longitudinal acceleration - Table 2 ax Leaver arm of tipping (a)

Transverse acceleration - Table 2 ay Leaver arm of stableness (b) port

Vertical acceleration - Table 2 az Leaver arm of stableness (b) starboard

Wind pressure longitudinal (Fwx)

Longitudinal acceleration corrected ax Wind pressure transverse (Fwy)

Transverse acceleration corrected ay Sea slosh longitudinal (Fsx)

Vertical acceleration corrected az Sea slosh transverse (Fsy)

STEP TWO - External forces

Longitudinal sliding Fx=m.ax + Fwx+Fsx X + + =

Transverse sliding Fy=m.ay + Fwy+Fsy X + + =

Transverse tipping Fyt = Fy.a X =

Vertical Fz = m.az X =

STEP THREE - Friction and Lashings

Port Side 1 2 3 4 5 6 7 8 9 10

MSL

Lashing angle (a)

f - value - Table 6

Leaver arm of securing (c)

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Safety factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67

CS.f (MSL, Safety factor. f) S(sum)

CSc (MSL. Safety factor. c) S(sum)

Starboard Side 1 2 3 4 5 6 7 8 9 10

MSL

Lashing angle (a)

f - value - Table 5

Leaver arm of securing (c)

Safety factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67

CS.f (MSL. Safety factor, f) X(sum)

CSc (MSL. Safety factor. c) S(sum)

Longitudinal Forward 1 2 3 4 5 6 7 8 9 10

MSL

Lashing angle (a)

f - value - Table 5

Safety factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67

Longitudinal Component Proportion

CS.f (MSL. Safety factor. f) Corr’d S(sum)

Longitudinal Aft 1 2 3 4 5 6 7 8 9 10

MSL

Lashing angle (a)

f - value - Table 5

Safety factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67

Longitudinal Component Proportion

CS.f (MSL. Safety factor. f) Corr’d S(sum)

STEP FOUR - Anti-movement forces and Balance Assessment

E forces Yes/No

Transverse sliding port j.m.g + SCS.f X X 9.81 + =

Transverse sliding starboard p.m.g + SCS.f X X 9.81 + =

Transverse tipping port b.m.g + SCS.C X X 9.81 + =

Transverse tipping starboard b.m.g + SCS.c X X 9.81 + =

Longitudinal sliding forward p(m.g-Fz)2CS. ( X 9.81 ) + =

Longitudinal sliding aft j(m.g-Fz)ICS. ( X 9.81 - ) + =

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In spite of all possible prevention, accidents will still happen. The causes
of these accidents and eventual losses are stated below:

- The Master and his crew are under pressure to finish loading and
lashing as soon as possible and sail the vessel
- The cost involvedfor lashing material is a very important factor and
the Owners will try to minimize those expenses as far possible
- Inadequate knowledge of Master and Officers relating to the forces
and angles to perform proper lashing
- Ignorance of rules and recommendations of IMO or CSM codes and
regulations
- Use of improper dunnage and lashing materials
- Inadequate knowledge of weight distribution
- Mistakes made in stability calculations.

The Master and the Officers should have an influence on every one of the
above mentioned items to mitigate the effects of these factors. However,
there is one item upon which the Master and Officers have little or no influ­
ence which can cause accidents, even when all the above conditions have
been correctly observed and fulfilled:

- Severe weather conditions.

So, in order to avoid any incidents I wish Smooth and Calm Seas to all
sailors and colleagues.

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