CCS 技术通告

Technical Information

（2021 年）技术通告第 21 号总第 527 号

2021 年 07 月 07 日（共 2 页+附件）

发：有关船东及航运公司、船厂、设计单位、产品制造商、总部有关处室、研发
中心、上海规范所、武汉规范所、各审图中心、各分社、本社验船师

关于 IMO 发布“
发布“IGC 规则的统一解释”
规则的统一解释” （MSC.1/
MSC.1/Circ.1625）
Circ.1625）的

技术通告

一、背景
国际海事组织海上安全委员会第102届会议（2020年11月4-11日）批准了的
通函MSC.1/Circ.1625“经MSC.370(93)决议修订的IGC规则统一解释”。成员国
可自该通函发布之日（即2020年12月8日）起将之用于指导IGC规则相关条款的应
用。
二、MSC.1/Circ.16
MSC.1/Circ.1625
1/Circ.1625主要内容
25主要内容
1. IGC规则第4.20.1条（焊缝设计）的内容中，第4.20.1.1条适用于主要以
平面构成的A型或B型独立液货舱，同时对“仅对于气室和壳体的连接”的适用性
进行了澄清；第4.20.1.2条适用于主要以曲面构成并设有中纵舱壁的C型独立液
货舱，同时对“其他边缘加工”的适用性进行了澄清。
2. IGC规则第5.4.4条和第5.13.2.4条对气体燃料管系外层管或外层管道的
设计压力和最大压力进行了澄清。
3. IGC规则第5.6.5条和第18.9条关于货物取样的要求仅在船上设有该取样
系统的情况下才适用。在惰化或充气过程中用于控制液货舱内大气的连接管不应
视为货物取样连接管。
4. IGC规则第5.6.6条对于货物滤器，如果总管显示法兰设有的便携式滤器
未设专用滤器外壳，并且在每次装卸操作之后可对便携式滤器进行外观检查，则
无需其他用于显示堵塞或便于排水的布置。
5. IGC规则第5.12.3.1条对货物管系绝热保护的免除给出了示例。
6. IGC规则第5.13.1.1.2条关于阀的流量特性的验证，分别对压力释放阀
（PRV）和其他形式的阀进行了澄清。
7. IGC规则第8.1条和第8.2条对液货舱屏壁间处所的压力释放装置的释放
能力的计算给出了指导。
8. 澄清IGC Code中为喷水系统供水的应急消防泵的排量要求。澄清IGC
Code11.3.4条使用应急消防泵为喷水系统供水时，额外增加的排量仅限于覆盖通
常有人的上层建筑和甲板室的限界面，救生艇筏及其集合区域。对IGC
Code11.3.4条中的“1个消防泵或应急消防泵”和“1舱失火”予以澄清。
9. IGC规则第13.2.2条如果液货舱仅安装1个液位表，则需要液货舱在营运
时，能对液位表除被动部件外的其他部件进行检修。
10. IGC规则表18.1的注4和第13.3.7条，当液位报警越控，应设有硬件系统，
例如电动或机械互锁装置，用来防止货泵被意外操作或总管ESD阀被意外打开。
11. IGC规则第13.6.4条，在设有惰性气体系统的处所的适当位置，均应放
置两个氧气传感器。
12. IGC规则第13.9.3条，对“综合系统”进行了定义，并提供了参考指南。
13. IGC规则第16.7.1.4条，对不能适应超压的发动机系统，除设有合适的
压力释放系统外，还应进行关于空气进气总管、扫气箱和排气系统超压的潜在危
险的详细评估，并体现在发动机安全概念中。
附件提供了 MSC.1/Circ.1625中文译文，如有疑问，应以英文原文为准。
本通告在本社网站(www.ccs.org.cn) 上发布，请本社执行检验单位和审图
中心通知所辖区域的船厂、船东和船舶设计单位等。本通告在实施过程中如有任
何疑问，请与 CCS 科技和信息处 ti@ccs.org.cn 联系。

附件：MSC.1/Circ.1625--IGC 规则统一解释（中英文）
 海安会 MSC.1/Circ.1625 通函
(2020 年 12 月 8 日)

（经 MSC.370(93)决议修正的）IGC 规则的统一解释

1 海上安全委员会在其第 102 届会议(2020 年 11 月 4 日至 11 日)上，为了对经

MSC.370(93)决议修正的《国际散装运输液化气体船舶构造和设备规则》 （IGC 规则）相关要
求的应用提供更具体的指导，批准了货物和集装箱运输分委会在其第 6 次会议上制定的 IGC
规则的统一解释，其文本载于附件。

2 提请各成员国政府在应用 IGC 规则的相关规定时使用所附的统一解释作为指导，并

使所有相关方注意该统一解释。
 附件

经 MSC.370(93)决议修正的 IGC 规则的统一解释

1 A型或B型独立液货舱的T型焊接（4.20.1.1）

1.1 4.20.1.1适用于主要以平面构成的A型或B型独立液货舱。这包括使用与液舱表面对
齐并与平面内焊缝连接的弯曲板构成的液舱角隅。

1.2 “仅对于气室和壳体的连接”的适用性澄清如下：

.1 主液舱壳体构造不应使用焊接角（即由焊接金属构成的角）
，即壳体侧面（与
底边或顶边平行的倾斜平面，如有）与液舱底部或顶部之间的角，以及液舱
端部横舱壁和液舱底部、顶部或壳体侧面（倾斜平面，如有）之间的角。应
使用与液舱表面对齐并与平面内焊缝连接的弯曲板构成的液舱角隅；和

.2 壳体的其他局部构造（例如吸阱、污水阱和气室）可接受T型焊接，其也应
使用全焊透型T型焊接。

2 设有中纵舱壁的C型独立双耳液货舱（4.20.1.2）

2.1 4.20.1.2适用于主要以曲面构成并设有中纵舱壁的C型独立液货舱（包括双耳液货
舱）。

2.2 “其他边缘加工”的适用性澄清如下：

对于斜坡口的液舱中心线焊缝处的液舱结构构造，经主管机关或代表主管机关的被认可
组织的认可，并根据焊接工艺认可时的试验结果，可接受设有中纵舱壁的双耳液货舱内的十
字形全焊透焊接接头。（见下图示例）

3 气体燃料管系的外层管道（5.4.4和5.13.2.4）

3.1 5.4.4中的“外管或外管道的设计压力”系指：

.1 内层管破裂后可能作用在外层管或设备外壳上的最大压力，其经考虑了通风
管的布置的、适当的计算证明；或

.2 对于内层管工作压力大于1 MPa的气体燃料管系，内层管破裂后， “在环形空

间内所产生的最大积聚压力”，其应按MSC.391(95)决议通过的IGF规则的
 9.8.2进行计算。

3.2 5.13.2.4中的“气体管路破断时的最大压力”系指内层管破断后外层管或外层管道
承受的压力，就试验目的而言，其与5.4.4使用的设计压力一样。

4 货物取样（5.6.5和18.9）

4.1 这些要求仅适用于船上布置了该取样系统的情况。在惰化或充气过程中用于控制
液货舱内大气的连接管不应视为货物取样连接管。

5 货物滤器（5.6.6）

5.1 对于固定的串联滤器装置和设有专用滤器外壳管道的便携式滤器装置，应设有显
示滤器被堵塞且需要进行维护的措施。

5.2 如果使用安装在总管显示法兰的便携式滤器，未设专用滤器外壳，并且在每次装、
卸货操作之后可对便携式滤器进行目视检查，则无需安装其它用于显示堵塞或便于排水的设
施。

6 货物管系绝热（5.12.3.1）

6.1 “要求的绝热系统以在驳运作业中将泄漏至货物的热量降至最低”系指在计算围
护系统的热量平衡和压力/温度控制系统的容量时，应考虑管系绝热的性能。

6.2 “货物管系应设有要求的绝热系统…保护人员避免直接接触寒冷的表面”系指在
正常条件下人员可能接触的货物管系表面应进行热绝缘保护，但以下示例除外：

.1 用物理屏蔽措施保护以防止这种直接接触的货物管系表面；

.2 具有延长阀杆以保护操作者不受货物温度影响的手动阀表面；和

.3 设计温度（由内部流体温度确定）高于-10℃的货物管系表面。

7 阀的型式试验要求（5.13.1.1.2）

7.1 “对每种型式的阀…应按公认标准进行确认”系指：

.1 对受IGC规则8.2.5约束的压力释放阀（PRV）
，主管机关或代表主管机关的被
认可组织应对流量进行确认；和

.2 对于其他型式的阀，制造商应按公认的标准进行试验来验证阀的流量特性。

8 屏壁间处所的压力释放系统尺寸指导（8.1）

8.1 通则

8.1.1 第2节所述的用以确定释放能力的公式，用于绝缘敷设在液舱上时的A型独立液
货舱周围的屏壁间处所。

8.1.2 对于B型独立液货舱周围屏壁间处所的压力释放装置的释放能力，可基于第2节
所述的方法予以确定。

8.1.3 对于薄膜型和半薄膜型液货舱，其屏壁间处所压力释放装置的释放能力应基于特
定的薄膜/半薄膜舱设计予以评估。
 8.1.4 对于毗邻于整体式液货舱的屏壁间处所压力释放装置的释放能力，适用时，可按
A型独立液货舱相关要求予以确定。

8.2 压力释放装置的排量

8.2.1 绝缘敷设在液舱上时的A型独立液货舱周围的屏壁间处所，其压力释放装置的组
合排量可按下式确定：

式中：

= 在273 K和1.013 bar的标准条件下所要求的最低空气排放率；

2
= 设计裂纹开口面积（m ）
：

= 最大裂纹开口宽度（m）
；

= 0.2t (m)；

= 液舱底板厚度(m)；

= 等于液舱底部最大板格对角线的设计裂纹长度(m)，见下图；

= 液舱底部以上最大液体高度加10.MARVS (m)；

= 屏壁间处所压力释放装置调定压力对应的货品液相密度(kg / m3)；

= 屏壁间处所压力释放装置调定压力以及273 K温度对应的货品气相密度
(kg / m3)；

MARVS= 货舱压力释放阀的最大允许调定值(bar)。
 9 应急消防泵（11.2和11.3.4）

9.1 11.3.4中的“消防泵”系指符合SOLAS第II-2/10.2.2.2.2条要求的消防泵。

9.2 如果任何单一处所发生火灾会导致1中所述为喷水系统供水的所有消防泵（用于覆
盖上层建筑和甲板室）失效，则应急消防泵的排量应满足以下供水需求：

.1 上层建筑和甲板室的限界面和面向货物区域的救生艇、救生筏和集合区域的
喷水系统（11.3.4所要求的）
；和

.2 两股水柱（11.2所要求的）。

9.3 如果 船上也 安装了保 护机舱 的全淹 没高 倍泡 沫系统 （以满 足 SOLAS 公约 第

，并且应急消防泵会为该系统供应海水，则应急消防泵的排量还
II-2/10.4.1.1.2和10.5.1.1条）
应满足主消防泵失效时针对机舱火灾的泡沫系统的供水需求。

9.4 基于同一时间处理单一火灾事故的原则，应急消防泵参数无需同时满足以上2和3
中所有3个系统（如喷水、水柱和泡沫）的供水需求，只需满足需求最高的区域和所要求的
系统，如：

.1 泡沫系统 + 两股水柱；或

.2 喷水系统 + 两股水柱；取大者。

10 用作水雾泵的消防泵（11.3.4）

10.1 当使用应急消防泵满足此要求时，在能够保持FSS规则第12章第2.2.1.1条所要求
的两股水柱以外，应根据11.3.2.1所要求的喷射率额外增加排量，但仅限于覆盖通常有人的
上层建筑和甲板室的限界面，救生艇筏及其集合区域。

10.2 “1个消防泵或应急消防泵”系指位于喷水泵所在处所以外，SOLAS公约第
II-2/10.2.2条所要求的消防泵。

10.3 “1个舱失火”系指按照11.3.3要求为喷水系统供水的消防泵或消防泵动力源所
在A级限界面构成的处所。

11 用于液货舱的液位指示器（13.2.2）

11.1 为了确定上述句子中所述的 1 个液位表是否可以被接受, “能一直处于”这一表述

应理解为在使用液货舱时，对除被动部件外的液位表的任何部件均能进行维修。

注：被动部件是假定在正常工作状态下不会发生故障的部件。

12 当液位报警越控，禁止货泵作业以及总管ESD阀的开启操作（表18.1的注4和13.3.7）

12.1 在应用表18.1的注4的第二句话时，应设有硬件系统，例如电动或机械互锁装置，
用来防止货泵被意外操作或总管ESD阀被意外打开。

13 氮气发生器室区域的缺氧监控设备（13.6.4）

13.1 对于所有气体运输船，无论是否载运本规则第19章“f”栏中 “A”指示的货物，

根据FSS规则的15.2.2.4.5.4，在设有惰性气体系统的处所的适当位置，应设置两个氧气传感
器。

14 综合系统（13.9.3）

14.1 “综合系统”表示多个计算机系统的组合，用于实现货物液体和蒸气的输送、处
理和调节所需的控制、监测/报警和安全功能。综合系统之间互相连接，以实现计算机系统
之间的通信，以及对监测/报警和安全信息和/或命令/控制的集中访问。

参考指南

MSC/Circ.891通函-船载计算机使用和应用指南

2.1 计算机

一种用于存储、处理数据并进行运算的可编程电子设备，或任何可编程电子系统
（PES），包括主机、小型计算机或微型计算机。

2.2 基于计算机的系统

一个或多个计算机以及相关软件、外围设备和接口所构成的系统。

2.3 综合系统

多个互相连接的计算机系统的组合，以实现传感器信息和/或命令/控制的集中访问。

15 空气进气总管、扫气箱、排气系统和曲轴箱所设合适的压力释放系统（16.7.1.4）

15.1 除非通过设计以适应最恶劣情况下泄漏气体点燃造成的超压，或者通过发动机的
安全理念证明合理，空气进气总管、扫气箱、排气系统和曲轴箱应设有合适的压力释放系统。
空气进气总管、扫气箱和排气系统潜在的超压危险应进行详细评估，并在发动机安全理念中
予以体现。

15.2 对于曲轴箱， SOLAS第II-1/27.4条要求的防爆安全阀应视为适合于发动机的气体

运行。对于SOLAS第II-1/27.4条未涵盖的发动机，曲轴箱中燃气积聚的潜在危险应进行详细
评估。
 E

4 ALBERT EMBANKMENT
LONDON SE1 7SR
Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

MSC.1/Circ.1353/Rev.2
7 December 2020

REVISED GUIDELINES FOR THE PREPARATION

OF THE CARGO SECURING MANUAL

1 In accordance with regulations VI/5 and VII/5 of the 1974 SOLAS Convention, cargo
units and cargo transport units shall be loaded, stowed and secured throughout a voyage in
accordance with the Cargo Securing Manual approved by the Administration, which shall be
drawn up to a standard at least equivalent to the guidelines developed by the Organization.

2 The Maritime Safety Committee, at its eighty-seventh session (12 to 21 May 2010),
considered a proposal by the Sub-Committee on Dangerous Goods, Solid Cargoes and
Containers (DSC), at its fourteenth session (21 to 25 September 2009), and approved
MSC.1/Circ.1353/Rev.1 on Revised guidelines for the preparation of the Cargo Securing
Manual.

3 These Revised Guidelines were based on the provisions contained in the annex
to MSC/Circ.745 but have been expanded to include safe access for lashing of containers,
taking into account the provisions of the Code of Safe Practice for Cargo Stowage and
Securing (CSS Code). They are of a general nature and intended to provide guidance on the
preparation of Cargo Securing Manuals required on all types of ships engaged in the carriage
of cargoes other than solid and liquid bulk cargoes.

4 The Maritime Safety Committee, at its 102nd session (4 to 11 November 2020),

agreed to amend the Revised Guidelines, in conjunction with the approval of amendments to
the CSS Code (MSC.1/Circ.1623) and approved Revised guidelines for the preparation of the
Cargo Securing Manual, as set out in the annex.

5 Member Governments are invited to bring these Guidelines to the attention of all
parties concerned, with the aim of having Cargo Securing Manuals carried on board ships
prepared appropriately and in a consistent manner, and to:

.1 apply the Revised Guidelines in their entirety to containerships * the keels of

which were laid or which were at a similar stage of construction on or
after 1 January 2015; and

*
As approved by the Maritime Safety Committee at its ninety-fourth session (17 to 21 November 2014),
reference to containerships means dedicated containerships and those parts of other ships for which
arrangements are specifically designed and fitted for the purpose of carrying containers on deck.

I:\CIRC\MSC\01\MSC.1-Circ.1353-Rev.2.docx
MSC.1/Circ.1353/Rev.2
Page 2

.2 apply chapters 1 to 4 of the Revised Guidelines to existing containerships*

the keels of which were laid or which were at a similar stage of construction
before 1 January 2015.
6 This circular supersedes MSC.1/Circ.1353/Rev.1.

***

I:\CIRC\MSC\01\MSC.1-Circ.1353-Rev.2.docx
 MSC.1/Circ.1353/Rev.2
Annex, page 1

ANNEX

REVISED GUIDELINES FOR THE PREPARATION OF

THE CARGO SECURING MANUAL

PREAMBLE

1 In accordance with the International Convention for the Safety of Life at Sea, 1974
(SOLAS) chapters VI, VII and the Code of Safe Practice for Cargo Stowage and Securing
(CSS Code), cargo units, including containers, shall be stowed and secured throughout the
voyage in accordance with a Cargo Securing Manual approved by the Administration.

2 The Cargo Securing Manual is required on all types of ships engaged in the carriage
of all cargoes other than solid and liquid bulk cargoes.

3 The purpose of these Guidelines is to ensure that Cargo Securing Manuals cover all
relevant aspects of cargo stowage and securing and to provide a uniform approach to the
preparation of Cargo Securing Manuals, their layout and content. Administrations may
continue accepting Cargo Securing Manuals drafted in accordance with Containers and
cargoes (BC) – Cargo Securing Manual (MSC/Circ.385) provided that they satisfy the
requirements of these Guidelines.

4 If necessary, those manuals should be revised explicitly when the ship is intended to
carry containers in a standardized system.

5 It is important that securing devices meet acceptable functional and strength criteria
applicable to the ship and its cargo. It is also important that the officers on board are aware of
the magnitude and direction of the forces involved and the correct application and limitations
of the cargo securing devices. The crew and other persons employed for the securing of
cargoes should be instructed in the correct application and use of the cargo securing devices
on board the ship.

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CHAPTER 1

GENERAL

1.1 Definitions

1.1.1 Cargo securing devices are all fixed and portable devices used to secure and support
cargo units.

1.1.2 Maximum securing load (MSL) is a term used to define the allowable load capacity
for a device used to secure cargo to a ship. Safe working load (SWL) may be substituted for
MSL for securing purposes, provided this is equal to or exceeds the strength defined by MSL.

1.1.3 Standardized cargo means cargo for which the ship is provided with an approved
securing system based upon cargo units of specific types.

1.1.4 Semi-standardized cargo means cargo for which the ship is provided with a securing
system capable of accommodating a limited variety of cargo units, such as vehicles and
trailers.

1.1.5 Non-standardized cargo means cargo which requires individual stowage and securing
arrangements.

1.2 Preparation of the manual

The Cargo Securing Manual should be developed, taking into account the recommendations
given in these Guidelines, and should be written in the working language or languages of the
ship. If the language or languages used is not English, French or Spanish, a translation into
one of these languages should be included.

1.3 General information

This chapter should contain the following general statements:

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

.2 "The information and requirements set forth in this manual are consistent
with the requirements of the vessel's trim and stability booklet, International
Load Line Certificate (1966), the hull strength loading manual (if provided)
and with the requirements of the International Maritime Dangerous Goods
(IMDG) Code (if applicable).";

.3 "This Cargo Securing Manual specifies arrangements and cargo securing

devices provided on board the ship for the correct application to and the
securing of cargo units, containers, vehicles and other entities, based on
transverse, longitudinal and vertical forces which may arise during adverse
weather and sea conditions.";

.4 "It is imperative to the safety of the ship and the protection of the cargo and
personnel that the securing of the cargo is carried out properly and that only
appropriate securing points or fittings should be used for cargo securing.";

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.5 "The cargo securing devices mentioned in this manual should be applied so

as to be suitable and adapted to the quantity, type of packaging and physical
properties of the cargo to be carried. When new or alternative types of cargo
securing devices are introduced, the Cargo Securing Manual should be
revised accordingly. Alternative cargo securing devices introduced should
not have less strength than the devices being replaced.";

.6 "There should be a sufficient quantity of reserve cargo securing devices on

board the ship.";

.7 "Information on the strength and instructions for the use and maintenance of
each specific type of cargo securing device, where applicable, is provided in
this manual. The cargo securing devices should be maintained in a
satisfactory condition. Items worn or damaged to such an extent that their
quality is impaired should be replaced."; and

.8 The Cargo Safe Access Plan (CSAP) is intended to provide detailed

information for persons engaged in work connected with cargo stowage and
securing. Safe access should be provided and maintained in accordance
with this plan.

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CHAPTER 2

SECURING DEVICES AND ARRANGEMENTS

2.1 Specification for fixed cargo securing devices

This section should indicate and where necessary illustrate the number, locations, type and
MSL of the fixed devices used to secure cargo and should as a minimum contain the following
information:

.1 a list and/or plan of the fixed cargo securing devices, which should be
supplemented with appropriate documentation for each type of device as far
as practicable. The appropriate documentation should include information as
applicable regarding:

.1 name of manufacturer;

.2 type designation of item with simple sketch for ease of identification;

.3 material(s);

.4 identification marking;

.5 strength test result or ultimate tensile strength test result;

.6 result of non-destructive testing; and

.7 maximum securing load (MSL);

.2 fixed securing devices on bulkheads, web frames, stanchions, etc. and their
types (e.g. pad eyes, eyebolts), where provided, including their MSL;

.3 fixed securing devices on decks and their types (e.g. elephant feet fittings,
container fittings, apertures) where provided, including their MSL;

.4 fixed securing devices on deckheads, where provided, listing their types and
MSL; and

.5 for existing ships with non-standardized fixed securing devices, the

information on MSL and location of securing points is deemed sufficient.

2.2 Specification for portable cargo securing devices

This section should describe the number of and the functional and design characteristics of
the portable cargo securing devices carried on board the ship, and should be supplemented
by suitable drawings or sketches if deemed necessary. It should contain the following
information as applicable:

.1 a list for the portable securing devices, which should be supplemented with
appropriate documentation for each type of device, as far as practicable;
the appropriate documentation should include information as applicable
regarding:

.1 name of manufacturer;

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.2 type designation of item with simple sketch for ease of identification;

.3 material(s), including minimum safe operational temperature;

.4 identification marking;

.5 strength test result or ultimate tensile strength test result;

.6 result of non-destructive testing; and

.7 maximum securing load (MSL);

.2 container stacking fittings, container deck securing fittings, fittings for

interlocking of containers, bridge-fittings, etc. their MSL and use;

.3 chains, wire lashings, rods, etc. their MSL and use;

.4 tensioners (e.g. turnbuckles, chain tensioners), their MSL and use;

.5 securing gear for cars, if appropriate, and other vehicles, their MSL and use;

.6 trestles and jacks, etc. for vehicles (trailers) where provided, including their
MSL and use; and

.7 anti-skid material (e.g. soft boards) for use with cargo units having low
frictional characteristics.

2.3 Inspection and maintenance schemes

This section should describe inspection and maintenance schemes of the cargo securing
devices on board the ship.

2.3.1 Regular inspections and maintenance should be carried out under the responsibility
of the master. Cargo securing devices inspections as a minimum should include:

.1 routine visual examinations of components being utilized; and

.2 periodic examinations/re-testing as required by the Administration; when

required, the cargo securing devices concerned should be subjected to
inspections by the Administration.

2.3.2 This section should document actions to inspect and maintain the ship's cargo
securing devices. Entries should be made in a record book, which should be kept with the
Cargo Securing Manual. This record book should contain the following information:

.1 procedures for accepting, maintaining and repairing or rejecting cargo

securing devices; and

.2 record of inspections.

2.3.3 This section should contain information for the master regarding inspections and
adjustment of securing arrangements during the voyage.

2.3.4 Computerized maintenance procedures may be referred to in this section.

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CHAPTER 3

STOWAGE AND SECURING OF NON-STANDARDIZED

AND SEMI-STANDARDIZED CARGO

3.1 Handling and safety instructions

This section should contain:

.1 instructions on the proper handling of the securing devices; and

.2 safety instructions related to handling of securing devices and to securing

and unsecuring of units by ship or shore personnel.

3.2 Evaluation of forces acting on cargo units

This section should contain the following information:

.1 tables or diagrams giving a broad outline of the accelerations which can be

expected in various positions on board the ship in adverse sea conditions
and with a range of applicable metacentric height (GM) values;

.2 examples of the forces acting on typical cargo units when subjected to the
accelerations referred to in paragraph 3.2.1 and angles of roll and
metacentric height (GM) values above which the forces acting on the cargo
units exceed the permissible limit for the specified securing arrangements as
far as practicable;

.3 examples of how to calculate number and strength of portable securing

devices required to counteract the forces referred to in 3.2.2 as well as safety
factors to be used for different types of portable cargo securing devices;
calculations may be carried out according to annex 13 to the CSS Code or
methods accepted by the Administration;

.4 it is recommended that the designer of a Cargo Securing Manual convert the

calculation method used into a form suiting the particular ship, its securing
devices and the cargo carried; this form may consist of applicable diagrams,
tables or calculated examples; and

.5 other operational arrangements such as electronic data processing (EDP) or

use of a loading computer may be accepted as alternatives to the
requirements of paragraphs 3.2.1 to 3.2.4 above, providing that this system
contains the same information.

3.3 Application of portable securing devices on various cargo units, vehicles and
stowage blocks

3.3.1 This section should draw the master's attention to the correct application of portable
securing devices, taking into account the following factors, as reflected in annex 13 of the CSS
Code:

.1 duration of the voyage;

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.2 geographical area of the voyage with particular regard to the minimum safe
operational temperature of the portable securing devices;

.3 sea conditions which may be expected;

.4 dimensions, design and characteristics of the ship;

.5 expected static and dynamic forces during the voyage;

.6 type and packaging of cargo units including vehicles;

.7 intended stowage pattern of the cargo units including vehicles; and

.8 mass and dimensions of the cargo units and vehicles.

3.3.2 This section should describe the application of portable cargo securing devices as to
number of lashings and allowable lashing angles. Where necessary, the text should be
supplemented by suitable drawings or sketches to facilitate the correct understanding and
proper application of the securing devices to various types of cargo and cargo units. It should
be pointed out that for certain cargo units and other entities with low friction resistance, it is
advisable to place soft boards or other anti-skid material under the cargo to increase friction
between the deck and the cargo.

3.3.3 This section should contain guidance as to the recommended location and method of
stowing and securing of containers, trailers and other cargo carrying vehicles, palletized
cargoes, unit loads and single cargo items (e.g. woodpulp, paper rolls), heavy weight cargoes,
cars and other vehicles.

3.3.4 When weather-dependent lashing is applied, operational procedures should be

developed in accordance with annex 13 of the CSS Code.

3.4 Supplementary requirements for ro-ro ships

3.4.1 The manual should contain sketches showing the layout of the fixed securing devices
with identification of strength (MSL) as well as longitudinal and transverse distances between
securing points. In preparing this section further guidance should be utilized from
IMO Assembly resolutions A.533(13) and A.581(14), as appropriate.

3.4.2 In designing securing arrangements for cargo units, including vehicles and containers,
on ro-ro passenger ships and specifying minimum strength requirements for securing devices
used, forces due to the motion of the ship, angle of heel after damage or flooding and other
considerations relevant to the effectiveness of the cargo securing arrangement should be
taken into account.

3.5 Bulk carriers

If bulk carriers carry cargo units falling within the scope of chapter VI/5 or chapter VII/5 of the
SOLAS Convention, this cargo shall be stowed and secured in accordance with a Cargo
Securing Manual, approved by the Administration.

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CHAPTER 4

STOWAGE AND SECURING OF CONTAINERS AND OTHER STANDARDIZED CARGO

4.1 Handling and safety instructions

This section should contain:

.1 instructions on the proper handling of the securing devices; and

.2 safety instructions related to handling of securing devices and to securing

and unsecuring of containers or other standardized cargo by ship or shore
personnel.

4.2 Stowage and securing instructions

This section is applicable to any stowage and securing system (i.e. stowage within or without
cellguides) for containers and other standardized cargo. On existing ships the relevant
documents regarding safe stowage and securing may be integrated into the material used for
the preparation of this chapter.

4.2.1 Stowage and securing plan

This section should consist of a comprehensive and understandable plan or set of plans
providing the necessary overview on:

.1 longitudinal and athwartship views of under deck and on deck stowage

locations of containers as appropriate;

.2 alternative stowage patterns for containers of different dimensions;

.3 maximum stack masses;

.4 permissible vertical sequences of masses in stacks;

.5 maximum stack heights with respect to approved sight lines; and

.6 application of securing devices using suitable symbols with due regard to

stowage position, stack mass, sequence of masses in stack and stack height;
the symbols used should be consistent throughout the Cargo Securing
Manual.

4.2.2 Stowage and securing principle on deck and under deck

This section should support the interpretation of the stowage and securing plan with regard to
container stowage, highlighting:

.1 the use of the specified devices; and

.2 any guiding or limiting parameters such as dimension of containers,

maximum stack masses, sequence of masses in stacks, stacks affected by
wind load, height of stacks.

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It should contain specific warnings of possible consequences from misuse of securing devices
or misinterpretation of instructions given.

4.3 Other allowable stowage patterns

4.3.1 This section should provide the necessary information for the master to deal with
cargo stowage situations deviating from the general instructions addressed under section 4.2,
including appropriate warnings of possible consequences from misuse of securing devices or
misinterpretation of instructions given.

4.3.2 Information should be provided with regard to, inter alia:

.1 alternative vertical sequences of masses in stacks;

.2 stacks affected by wind load in the absence of outer stacks;

.3 alternative stowage of containers with various dimensions; and

.4 permissible reduction of securing effort with regard to lower stacks masses,

lesser stack heights or other reasons.

4.4 Forces acting on cargo units

4.4.1 This section should present the distribution of accelerations on which the stowage
and securing system is based, and specify the underlying condition of stability. Information on
forces induced by wind and sea on deck cargo should be provided.

4.4.2 It should further contain information on the nominal increase of forces or accelerations
with an increase of initial stability. Recommendations should be given for reducing the risk of
cargo losses from deck stowage by restrictions to stack masses or stack heights, where high
initial stability cannot be avoided.

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CHAPTER 5

CARGO SAFE ACCESS PLAN (CSAP)

5.1 Ships which are specifically designed and fitted for the purpose of carrying containers
should be provided with a Cargo Safe Access Plan (CSAP) in order to demonstrate that
personnel will have safe access for container securing operations. This plan should detail
arrangements necessary for conducting cargo stowage and securing in a safe manner.
It should include the following for all areas to be worked by personnel:

.1 handrails;

.2 platforms;

.3 walkways;

.4 ladders;

.5 access covers;

.6 location of equipment storage facilities;

.7 lighting fixtures;

.8 container alignment on hatch covers/pedestals;

.9 fittings for specialized containers, such as reefer plugs/receptacles;

.10 first aid stations and emergency access/egress;

.11 gangways; and

.12 any other arrangements necessary for the provision of safe access.

5.2 Guidelines for specific requirements are contained in annex 14 to the CSS Code.

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