Documentos de Académico
Documentos de Profesional
Documentos de Cultura
All 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, recording, or otherwise, without the
prior written permission of the Publishers.
First Edition 1999 by Prof. Hermann Kaps, Director of Research, Gesellschaft für Angewandten Um-
weltschutz und Sicherheit im Seeverkehr / GAUSS (Institute for Environmental Protection and Safety in
Shipping), Bremen, Germany
Second Edition 2002, revised and updated by Prof. Hermann Kaps (GAUSS)
Third Edition 2003, reviewed and amended by Prof. Hermann Kaps (GAUSS), Peter Heimstaedt and
Peter van den Berg (Rickmers-Linie)
Third Edition 2004 - Revision 1, revised and updated in December 2004
Third Edition 2004 - Revision 1, unchanged edition reprinted in November 2006
Fourth Edition 2009 - revised and updated by Peter van den Berg (Rickmers-Linie) in November 2009
Notice to readers:
In the event that reader feels not familiar with a description, specification, diagram and/or
calculation scheme given in this Standard Manual, please consult Rickmers-Linie GmbH & Cie. KG,
Cargo Consulting Services, Neumuehlen 19, D-22763 Hamburg (Germany),
phone no.: +49 (0)40 – 38 91 77- 200, email: info@rickmers.net
Ladies and Gentlemen,
seafaring enjoys a long-lasting history and tradition, going far back into ancient times. From the very first
attempts to dare the perils of the sea, ships and marine services have developed to the highest possible
degree. In today's world, marine transport is the primary means of moving goods and plays a vital role in
the globalization of sourcing and manufacturing of all kinds of commodities.
Among the various modes of modern sea transport Rickmers-Linie has specialized in the shipment of
break bulk, heavy-lift and project cargo. The nature of this cargo requires special care and outstanding
performance in handling, stowage and securing. With our new Superflex MPC vessels, our experienced
and dedicated worldwide team of professionals and with the support and cooperation of our business
partners we aim to set a new benchmark for the efficient, reliable and safe transportation of non-
standardized cargo - in particular heavy-lift and project cargo.
The experience we have accumulated over decades of shipping conventional cargo, the modern technology
of our new vessels and the latest scientific knowledge have now been compiled into the 3rd revision of the
"Rickmers Standard for Stowage and Securing of Project Cargo". We wish to thank all experts who
have contributed to the revised edition of our Standard Manual. Especially, we express our sincere grati-
tude to Prof. Capt. Hermann Kaps, Director of Research at the "Institute for Environmental Protection and
Safety in Shipping" (GAUSS) in Bremen, for his fundamental work and advice in preparing this Standard
Manual.
All requirements and technical solutions described herein are primarily directed towards the Masters
of Rickmers-Linie vessels, our Supercargoes, stevedores and agencies. But the customer's care and
responsibility are addressed as well. Our Standard Manual shall help to implement a prolific and trusting
cooperation between all parties involved with the aim of applying the best available transport, handling,
stowage and securing technology for all kinds of goods on board of Rickmers-Linie vessels.
Preamble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1. Pre-Shipment Information for Shippers and Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1 Physical dynamics acting on ships in a seaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Information on cargo stowage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Documentation required from shippers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.4 Technical demands for marine transport of project cargo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.5 Categorization of heavy cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.5.1 Category A cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.5.2 Category B cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.5.3 Category C cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.5.4 Category D cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.5.5 Category E cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.5.6 Category F cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.5.7 Category G cargo units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.5.8 Category H cargo units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2. Standards for Lifting, Bedding and Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.1 Lifting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.1.1 Basic methods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.1.2 Lifting material. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.1.3 Safe lifting procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.2 Bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.2.1 Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.2.2 Definition of primary and secondary members. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.2.3 Definition of effective load area of primary and secondary members . . . . . . . . . . . . . . . . . . 27
2.2.4 Definition of permissible surface load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.2.5 Definition of gross bedding area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.2.6 Bedding on the tanktop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
2.2.7 Identification of type of MPC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
2.2.8 Tweendeck panels, types and structural design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
2.2.9 Bedding on the weatherdeck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.2.10 Bedding on the hatchcover panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.2.11 New bedding system: H-beams on container fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.2.12 Bedding material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.2.13 Calculation method for steel beams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2.14 Use of platforms and flatracks for bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
2.2.15 Calculation method for strength of tweendeck and hatchcover panels . . . . . . . . . . . . . . . . . 44
2.2.16 Relevant data for stowage and bedding of vessels of Rickmers-Linie . . . . . . . . . . . . . . . . . . 45
2.3 Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.3.1 Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.3.2 Fixed equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
2.3.3 Loose lashing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
2.3.4 Options of assembled lashings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
2.3.5 Standard securing arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
2.3.6 Purchase, maintenance and sorting-out of lashing material. . . . . . . . . . . . . . . . . . . . . . . . . . 83
3. Assessment of Stowage and Securing Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
3.1 Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
3.2 Onboard planning and assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
3.3 Assessment by appointed surveyors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Annex 1: Glossary of cargo securing terms and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Annex 2: Checklist for the assessment of a securing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Annex 3: Example of a calculated balance of forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Annex 4: Form for assessment of securing arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
1
Preamble
This Rickmers Standard – in the following referred to as The Standard – is considered the main reference
for planning, handling, stowage and securing/lashing of project cargo in general. It applies to all vessels
chartered and/or owned by Rickmers-Linie.
The Standard is one major component of the certified Quality Management System of Rickmers-Linie
(according to EN ISO 9001, QHSAS 18001 and EN ISO 14001). Furthermore, it is an integral part of the
Safety Management System implemented by the managing owners of the vessels in accordance with the
International Safety Management Code (ISM-Code).
Other publications in this series are:
• "Cargo Management Guidelines for the Supercargo"
• "Instructions and Guidance to the Master"
The spirit and purpose of this Standard is to inform shippers of cargo units, stevedores and Supercargoes
etc. about cargo handling and securing practices on board of the vessels sailing for Rickmers-Linie and to
provide a specific update to masters and officers.
Realizing that safety requirements do not necessarily contradict commercial aspects, the main objective
of Rickmers-Linie is to increase the technical and commercial performance of marine transport by avoiding
damage and loss of cargo, finally resulting in an improved safety at sea and protection of the marine
environment.
It is the traditional aim of Rickmers-Linie to maintain their high level of service quality in terms of utilizing
state-of-the-art technologies to meet the ever increasing demands on handling sophisticated and high-
value cargo. Nevertheless, the implementation of or deviation from this Standard shall be made without
prejudice to any rights or immunities under the freight contract and the terms and conditions of the appli-
cable Bill of Lading.
Technical details of the Standard are in compliance with the "Code of Safe Practice for Cargo Stowage
and Securing", IMO-Resolution A.714(17).
The Standard, in particular, provides detailed information about lifting, bedding and securing/lashing of
cargo as well as the equipment used and its maintenance.
The Standard further describes the cargo information to be supplied by shippers in accordance with
Chapter VI, Regulation 2 of the SOLAS-Convention (see Ch 1.3) and the necessary configuration of lifting
provisions, bedding areas and securing points. The desired securing point configuration and lashing
scheme of the cargo corresponds with the tensile strength (MSL as per IMO) of the fixed and loose securing
gear on board of the vessels and their deck lay-out.
If a certain provision of the Standard cannot be met for any reason, an alternative solution with an equivalent
level of safety shall be applied. No provision of this Standard shall dispense either the Shipper or the
Carrier from fulfilling their lawful duties.
Nothing in this Standard shall be construed to be in contradiction to the approved Cargo Securing Manual
of the particular vessel. If in doubt, the instruction providing the higher level of safety shall be adhered to.
Any relevant contribution, suggestion, comment, information and advice is highly appreciated.
Rickmers-Linie, therefore, welcomes comments and recommendations for improving this reference.
Readers are requested to send their proposals by letter or email to:
2 In heavy weather or strong swell rolling angles of 30° or even more may be experienced. Pitching
will mainly occur in head seas and effects may be amplified by so-called "slamming".
© RICKMERS
3 Although the ship's management is trained and advised to reduce these motions in heavy seas by
choosing a suitable course and speed, there is a certain range of such accelerations considered inevitable.
Values have been laid down by the IMO (International Maritime Organization) as international standard
(see also IMO "2002 Amendments to the Code of Safe Practice for Cargo Stowage and Securing", table 2
- Basic Acceleration Data). On the one hand this calls for special attention to stowage, securing and lashing
to meet IMO-requirements, on the other hand it is important that shippers provide cargo ready-made for
ocean transport, with adequate packaging and sufficient lashing provisions to enable securing and lashing
to standard.
3
4 Acceleration forces can be estimated by using the calculation methods mentioned in the IMO
"Code of Safe Practice for Cargo Stowage and Securing" (CSS) and its 2002 Amendments. Under the
terms of these methods forces are determined from the mass of the cargo and the "basic acceleration
data" depending on stowage position of cargo on board. This method is also described in the vessel's
"Cargo Securing Manual" (CSM). Using a simplified illustration (see figure 1.3), based on a multi-pur-
pose cargo ship typically operated by Rickmers-Linie, these forces can be visualized and demonstrated
as a fraction of the acceleration due to gravity. By means of these calculated (i.e. estimated) acceleration
forces the appropriate securing and lashing arrangement may be easily identified. The obtained data are
to be corrected for length, speed and stability.
0.8 g
0.3 g
0.8 g
0.8 g
0.3 g
0.8 g
4 The longitudinal strength of a ship is not unlimited. It is, therefore, necessary to distribute all
masses, i.e. cargo, bunker and ballast, fairly even over the length of the ship. Otherwise excessive bend-
ing of the hull would occur which might lead to structural failure and the risk of total loss, particularly in
heavy seas. Although nowadays an increasing number of cargo ships are equipped with tailor-made and
approved loadmaster software running on suitable personal computers, it is of utmost importance that
masters and/or chief officers check and verify the longitudinal strength and torsion on a regular basis.
4
5 The local strength of the ship's structure can be seriously affected by placing one or more heavy
cargo units with undersized "footprint" areas (i.e. supporting areas) in a delicate stowage position and/or
arrangement, especially by disregarding transverse and longitudinal main girders. As for the local strength
of such strong points, the maximum uniformly distributed load of vessel`s stowage areas is different for
every cargo space on board. In the following this parameter is referred to as Permissible Surface Load or
"PSL" and is also known as "Uniform Load", "Uniform Loading" or "Deck Load".
With respect to the new "Superflex Heavy Multi-Purpose Carriers" (MPC) of Rickmers-Linie the PSL-
values are limited as follows (see also chapter 2.2):
• Weather deck : 2.5 t/m2 or mt/sqm
• Hatchcovers : 2.5 t/m2 or mt/sqm
• Tweendeck panels : 4.0 t/m2 or mt/sqm
• Tanktop hold no. 1 : 13.75 t/m2 or mt/sqm
• Tanktop holds no. 2 - 4 : 22.0 t/m2 or mt/sqm
• Tanktop hold no. 5 : 13.5 t/m2 or mt/sqm
• Weather deck bay 40 : 2.5 t/m2 or mt/sqm
It must be emphasized that aforementioned strong points should not be strained additionally with heavy
lifts if calculations show that, without this load, the permissible surface load of the stowage area in the
effective working area of these primary girders has already been met.
Figure 1.4: Heavy project cargo units stowed and secured on board a vessel
6 The majority of heavy-lift cargo ships are so-called "tweendeckers" with at least one fixed tween-
deck as a prominent feature. As tacitly agreed by ship owners, average vertical clearance of the lower
cargo holds adds up to about 5 meters. Widths and lengths of cargo holds, on the other hand, may differ
considerably. In general, dimensions of cargo holds do rarely fall below 12 by 10 meters. However, the
major handicap of vintage heavy-lift ships remains to be the protruding hatch coamings fore and aft which
hamper under deck stowage of heavy items and, consequently, leading to the typical high stowage ratio.
5
7 The new series of "Superflex Heavy Multi-Purpose Carriers" (MPC) of Rickmers-Linie, intro-
duced in June 2002, have marked a milestone in the development of multi-purpose cargo ships. Each
hold is a perfectly cuboid-shaped (box-shaped) cargo space without any protruding or projecting obstruc-
tion, thus, significantly facilitating the utilization of available stowage areas. Here, the most eye-catching
and distinctive element of the MPC series is the variable tweendeck arrangement. It consists of 104 steel
panels which allow for a flexible adjustment of tweendeck clearance and ideal distribution of cargo in the
holds.
The percentage or "safety factor" given to establish MSL out of BL for the purpose of lashing is not to be
taken for hanging loads. For safe lifting, the Working Load Limit (WLL) also known as Safe Working Load
(SWL) has to be calculated with a minimum safety factor of 4 (SF = 4) against the BL. For example, "Green
Pin" shackles have a SF of 5 which means that the minimum guaranteed breaking load is at least 5 times
the working load limit.
6
1.3 Documentation required from shippers
Legal background
1 With respect to providing information about cargo, following is stated in the Annex to the
"International Convention for the Safety of Life at Sea" (SOLAS) 1974, Chapter VI, Regulation 2:
The shipper shall provide the master or his representative with appropriate information on the cargo
sufficiently in advance of loading to enable the precautions which may be necessary for proper stowage
and safe carriage of the cargo to be put into effect. Such information shall be confirmed in writing and
by appropriate documents prior to loading the cargo on the ship.
The cargo information shall include, in the case of general cargo, and of cargo carried in cargo units,
a general description of the cargo, the gross mass of the cargo or of the cargo units, and any relevant
special properties of the cargo. For the purpose of this regulation the cargo information required in sub-
chapter 1.9 of the Code of Safe Practice for Cargo Stowage and Securing, adopted by the Organization
by resolution A.714(17), as may be amended, shall be provided.
Prior to loading cargo units on board ships, the shipper shall ensure that the gross mass of such units
is in accordance with the gross mass declared on the shipping documents.
2 In this context Sub-Chapter 1.9 of the "Code of Safe Practice of Cargo Stowage and Securing"
(CSS) says:
1.9.1 Before accepting a cargo for shipment, the shipowner or ship operator should obtain all necessary
information about the cargo and ensure that:
• the different commodities to be carried are compatible with each other or suitably separated;
• the cargo is suitable for the ship;
• the ship is suitable for the cargo; and
• the cargo can be safely stowed and secured on board the ship and transported under all
expected conditions during the intended voyage.
1.9.2 The master should be provided with adequate information regarding the cargo to be carried so
that its stowage may be properly planned for handling and transport.
It must be pointed out that the recommendatory status of the CSS, expressed by the wording "should", has
been changed by the SOLAS convention into a mandatory status for this particular sub-chapter 1.9.
Lifting
2 Cargo without lifting provisions
There are several possible methods of fastening heavy cargo units to the ship's lifting gear and shore
cranes. If the cargo unit is not equipped with lifting provisions the Shipper shall advise, by means of a
drawing in a suitable scale, the admissible or suitable lifting areas where wire rope or fiber slings, wire or
fiber belts or even chains should be slung around. In case of a non-symmetrical lifting arrangement with
regard to the center of gravity (CG or CoG), a lifting scheme shall be supplied by the Shipper providing
length and size of the lifting equipment in order to maintain an equalized lift. Special care against sliding
of the slings shall be provided as well as sufficient protection of the cargo against damage caused by
contact with the lifting equipment.
3 Cargo with lifting provisions
If the provisions consist of fixed lifting lugs, their alignment should either focus on the CG (center of gravity)
of the cargo unit to allow for a single-hook lift, or perpendicular to its longitudinal axis. Any deviation from
this rule must be agreed upon by Rickmers-Linie. Also here, in case of a non-symmetrical lifting arrange-
ment with regard to the CG, a lifting scheme shall be supplied by the Shipper providing length and size
of the lifting equipment in order to maintain a horizontal lift.
4 In practice mostly galvanized drop-forged steel "anchor shackles" are used for marine lifting
purposes.
Note: WLL and SWL are commonly used and have been introduced by different organizations as the limit for safe lifting
of cargo. WLL indicates the Working Load Limit and SWL the Safe Working Load. The abbreviations WLL and SWL
are subject to the similar regulations if not the same, which means that WLL and SWL provide the same safety for
labor and ship's crew. MSL or LC are only valid for securing cargo for transport and never for lifting.
Anchor shackles of manufacturers such as Van Beest and Crosby are being produced according to major
industrial standards, e.g. EU-standard prEN-13889, German DIN 82016, U.S. Federal Specification RR-
C-271D, ISO/DIS 2415, etc.
8
For minimum diameters of eye plate holes related to the diameters of shackle pins please refer to the table
shown as follows:
Table 1.1: Relation between shackle pin diameter / eye plate hole
for Crosby "bolt-type anchor shackles"
Above table reflects parameters of "Red Pin" shackles (Grade 80) made by U.S. manufacturer Crosby®.
Smaller and larger sizes are available.
Another manufacturer of heavy-duty Anchor Shackles is the Dutch company Van Beest B.V., whose "Green
Pin" shackles differ slightly, but are counted among the best products in that field as well. Green Pin shack-
les are provided with a safety factor of five (SF = 5), see table 1.2 .
Note: High tensile Anchor Shackles are lighter and easier to handle than customary shackles of similar capacities due
to their smaller dimensions and lower weights. They require eye plate holes with smaller diameters as indicated
above, but, also demand for higher grade steel plates and higher quality of engineering and production.
For more information on high tensile lifting components contact your local specialized dealer.
Note: If lifting and lashing provisions have been designed to be used together with "Crosby"-type shackles, "green pin"
shackles might not fit because of the bigger pin diameter.
In order to overcome problems while attaching lifting equipment to the cargo the Shipper shall hand over
to Rickmers-Linie – well in advance of the shipment – all information about diameters of holes in lifting
lugs, lashing provisions or other eye plates suitable for lifting and lashing, so that this can be checked with
the vessel's stock and sufficient time remains to arrange for any failing equipment.
Note: The Shipper shall hand over to the Master of the respective vessel certificates of all shackles and lifting equipment
supplied for lifting the cargo.
9
Table 1.2: Relation between shackle pin diameter / eye plate hole for Green-Pin shackles
5 The safety factor of each single lifting provision shall not be less than four (SF = 4), calculated on
basis of the worst allowed lifting arrangement. The Shipper shall, where appropriate, indicate the lifting
provisions of the cargo in a drawing of sufficient scale, showing the worst allowed lifting arrangement. The
strength of these provisions shall be confirmed in writing.
Note: The lifting provisions, if applied in a suitable way, can also be used for securing/lashing of the heavy lift.
10
Bedding
6 As a rule of thumb it can be stated that the heavy cargo unit should be delivered alongside ship
with a footprint area as large as possible within the dimensional limits of the unit. Furthermore, this foot-
print should be symmetrical to the center of gravity as far as practicable. Following this principle valuable
time can be saved by finding an optimum stowage area for heavy cargo units in general, since positioning
will be less critical and the risk of overstressing the ship's structure will be reduced to a minimum. Bearing
in mind the high acceleration forces and healing angles of more than 30° sufficient securing/lashing should
be provided. Special attention should be paid to the cargo, its substructure and the friction between the
supporting area and the footprint area of the cargo.
7 From the Carrier's point of view it would perfectly match his requirements if the Shipper provides a
special substructure (cradle, trestle or support) to enable straightforward bedding of the concerned cargo
unit. Such resting structures must be able to safely absorb (without deformation or flexibility) suddenly
applied peak loads. These loads may, by all means, rise to a factor of 1.8 related to the gross weight of
the cargo unit (see figure 1.3). Suddenly applied peak loads to the inertial forces are caused by large
amplitude motions of the ship, particularly, while heavy rolling and pitching. Each of these motion types
may generate high degrees of acceleration forces leading to extreme dynamic strain, either transverse and
vertically, but also in longitudinal direction.
Note: Basically, common timber cradles, purpose-built to match requirements of road and rail transport, are to be consid-
ered unsuitable for oceangoing cargo ships.
Note: To overcome this problem many professional sea port terminals operate packing centers which are experienced in
the design of custom-made cradles and other kinds of beddings for heavy cargo units.
8 The Shipper shall, where appropriate, indicate bedding areas of the cargo unit in a drawing of
sufficient scale with all necessary information clearly visible. The Shipper shall confirm in writing that the
substructure, i.e. cradle/trestle/support etc., has been approved for ocean transport.
Securing
9 Heavy cargo units should generally be equipped with securing provisions of sufficient strength
and number. For the design of the securing point arrangement following rule-of-thumb method can be
applied:
"The total breaking strength of all securing points should not be less than 2.8 times the weight of the unit.
This figure implicates friction from dunnage. The arrangement of these securing points should be sym-
metrical to the center of gravity of the unit. The value of the total breaking strength is to be divided for
portside, starboard, forward and aft into approximately 40%, 40%, 10% and 10% of (2.8 · m · g) (where
g = 9.81 m/s2) respectively."
Note: Compared to the CSS 1994/1995 rule-of-thumb method: 40% out of factor 2.8·g equals 1.12·g as breaking strength,
which, applied with a SF of two (MSL = 50% BL) gives an MSL of 50% x 1.12·g = 0.56·g, which is 5.5 m/s2, for
both port and starboard and 0.14·g, which is 1.4 m/s2, for forward and aft securing. Bearing in mind a friction coef-
ficient of 0.3 (f = 0.3) for friction between steel and timber, which roughly means that 0.3 x g = 2.9 m/s2 works as
counterforce against the acceleration forces, the transverse total counterforce of friction and MSL adds up to 5.5 +
2.9 = 8.4 m/s2 and the longitudinal counterforce adds up to 1.4 + 2.9 = 4.3 m/s2 which is still covered by the "basic
acceleration data" obtained from the CSS 1994/1995 Advanced Calculation Method.
11
10 The 2002 Amendments to the "Code of Safe Practice for Cargo Stowage and Securing" show a
rule-of-thumb method which can be taken from:
Ch 5.1 "The total of the MSL values of the securing devices on each side of a unit of cargo (port
as well as starboard) should equal the weight of the unit (kN)."
Ch 5.2 "This method, which implies a transverse acceleration of 1g (9.81 m/s2), applies to nearly
any size of ship, regardless of the location of stowage, stability and loading condition,
season and area of operation. The method, however, takes into account neither the
adverse effects of lashing angles and non-homogeneous distribution of forces among the
securing devices nor the favorable effect of friction."
Ch 5.3 "Transverse lashing angles to the deck should not be greater than 60° and it is important
that adequate friction is provided by the use of suitable material. Additional lashings at
angles of greater than 60° may be desirable to prevent tipping but are not to be counted
in the number of lashings und the rule-of-thumb."
11 Each securing point of a cargo unit should have a breaking strength of not less than 200 kN.
Preferably, securing points should be provided by using so-called "D-rings" which allow for lashings up to a
breaking strength of 490 - 500 kN (≈ 50 t). They are designed to take up forces from almost all directions
and overcome the main disadvantage of lifting lugs made from steel plates and or eye plates which usually
can only take up forces in the plane of the plate itself. By using a shackle and a symmetrical lashing
arrangement the applied lashing force can be increased, but the collective force of this arrangement is
still to be kept in the plane of the lashing plate, since otherwise the lashing plate will bend under extreme
circumstances, with all its consequences.
Note: The breaking strength of securing points and their positions shall be confirmed by the Shipper in writing.
12 The determination of MSL from breaking strength BL is mentioned in the 2002 Amendments to
the "Code of Safe Practice for Cargo Stowage and Securing":
Ch 4.2: "Safe Working Load (SWL) may be substituted for MSL for securing purposes, provided
this is equal to or exceeds the strength defined by MSL."
The MSLs for different securing devices are give in table 1 (of CSS-Code, see following
table) if not under 4.3 of CSS:
Material MSL
"The MSL of timber should be taken as 0.3 kN/cm2 normal to the grain."
Ch 4.3 "For particular securing devices (e.g. fiber straps with tensioners or special equipment
for securing containers), a permissible working load may be prescribed and marked by
authority. This should be taken as the MSL."
Ch 4.4 "When the components of a lashing device are connected in series (for example, a wire
to a shackle to a deckeye), the minimum MSL in the series shall apply to that device."
12
Note: If a certified shackle is used in an eye plate in connection with certified lashing gear and certified lashing wire,
special attention must be paid to the BL and MSL of the eye plate. For this reason the Shipper shall provide docu-
ments that specify the breaking strength of securing points of the cargo.
13 If there are no securing points on the cargo unit, securing should be done by using half loops
and/or head loops of wire rope or lashing chain (see figure 2.3.8 and 2.3.9). In this case the Shipper shall
indicate in a drawing of sufficient scale or by clear marking on the unit where such loops can be applied.
14 The appropriate design of a vulnerable project cargo unit should include an "imaginary lashing
point area" around the unit. This area should accommodate the securing points, preferably D-rings which
are available in standardized sizes. This strong imaginary belt should be at about 40% of the height of
the unit in its transportation position, but not higher than 2 meters. With such a distribution of securing
elements of similar material and length, a "uniform elastic behavior" within the lashing arrangement can
be provided according to the CSS. Wooden cases as well as GRP (glass fiber reinforced polyester) boxes
could be provided with a steel belt or steel reinforcements with D-rings attached to match such an arrangement.
© RICKMERS
Figure 1.6: "Strong belt" and "strong foot" for lashing and shoring
15 Additionally, an appropriate design should include a framing which allows for adequate shoring
(use of timber beams), welded stoppers and/or lashing. The use of flat timber, plywood, soft boards, rubber
mats and/or timber beams not only provides friction against sliding, but also levels out small differences
in height with the effect of a uniformly distributed weight of the heavy cargo unit transferred into the ship's
structure. For this reason the design of the framing should consider the "permissible surface load" of the
tanktop, the tweendeck and/or tweendeck panel for cargo without deck option. For cargo with deck option the
"deck load" of the hatchcover panels should be taken. For the lower hold and tweendeck, shoring/chock-
ing and/or use of welded stoppers is preferred but does not prevent tipping. D-rings and/or eye plates are
absolutely essential if no wires can be slung around the cargo.
16 Also special attention must be paid to the system of securing. For example, considering securing
in transverse direction, a combination of rigid and flexible securing like welded stoppers and steel wire
should be avoided at all times. Since always the most rigid securing device, in this case the welded stoppers,
will take over the entire horizontal load, they should be calculated as such. In this case the main function
of the lashings is to prevent tipping. The remaining advantage of the flexible lashings is the increased
pressure out of the vertical component (Fz) of the lashing force which results in a higher pressure and
subsequently higher friction resistance.
17 The Shipper shall provide a drawing of sufficient scale with information on all necessary securing
provisions. It is paramount that the overall dimensions include all protrusions like lifting provisions, protec-
tion casings, packaging, guard rails etc. in order to enable proper planning of the heavy-lift operation and
stowage (see figure 1.7).
18 The Shipper shall check and take care that, if a heavy cargo unit is provided with a hydraulic system,
all parts of this hydraulic equipment are protected with adequate packaging. He should always bear in
mind that contact with oily products will reduce friction to a minimum which can end up in a disaster.
Note: Especially in case of heavy cargo units that have been partly dismantled for transport, the Shipper shall take all
measures to close hydraulic systems or any other parts of the cargo in order to prevent oily products leaking from
the cargo when the ship heels over in heavy seas.
13
The Ship's Management should at all times pay very special attention to lifting, stowage and securing of such
units to avoid problems in heavy weather. If oily products are spilled on the stowage area and lashings
break away due to a reduction of friction resistance, there is no more chance of replacing broken lashings
when the ship is rolling. On supply vessels, for example, where contact with oily products is inevitable, a
friction coefficient of zero (f = 0) is stipulated, resulting in stoppers or lashings capable of bearing the full
acceleration forces of the heavy cargo unit.
mass = 82 t
4.905 m
TOP VIEW breaking load of lifting fittings
0.455
= 100 t each
10.000 m 3.600 m
SIDE VIEW
FRONT VIEW
lifting fittings
3.740 m
3.000 m
centre of gravity
1.805
© RICKMERS
Figure 1.7 Sample scale drawing containing information required from the Shipper
14
1.5 Categorization of heavy cargo units
2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions and the footprint, can be taken from the
drawing. The position of the center of gravity (CG) of the unit should be given, showing dimensions in x, y
and z-axis.
3 The Shipper shall also provide a drawing showing the suitability of the lifting provisions for securing
the cargo. Whether these lifting points can be used for securing may depend on the direction of stowage
onboard of the ship.
4 If the lifting provisions are not suitable for securing/lashing the cargo, a sufficient number of securing
points on the cargo unit should be provided as described in chapter 1.4 of this Standard.
5 The Shipper shall provide documents that specify the breaking strength of lifting and securing
points of the cargo. If any provision of the cargo unit is not intended for securing but can also be used for
securing due to its strength, this should be clearly advised by the Shipper in writing as well.
15
1.5.2 Category B cargo units
1 This category includes large and heavy units which will be transported horizontally, not resting on
their base, with a soft or only partially rigid surface and sometimes without any lifting and/or securing pro-
visions. Examples are columns for the chemical industry and pressure vessels of all kind. Lifting of these
units will usually be performed by using lifting slings or belt slings according to methods (c), (f), (g) or (h)
as shown in chapter 2.1 of this Standard.
2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions and the saddles/bedding areas, can be
taken from the drawing. The Shipper shall provide the position of the center of gravity (CG) of the unit,
showing dimensions in x, y and z-axis.
3 If the unit is fitted with securing points, their total breaking strength should be not less than 2.8
times the weight of the unit and their position should be, if possible, evenly distributed and symmetrical to
the center of gravity (CG) of the unit as lined out in chapter 1.4.9 of this Standard.
4 If this cannot be achieved due to the specific nature of the cargo unit, the Shipper shall indicate areas
in the drawings where half-loop lashings made of wire rope or chain should be attached. If possible, these areas
should be evenly distributed along the length of the unit and symmetrical to the center of gravity.
5 The Shipper shall provide documents that specify the breaking strength of lifting and securing
points of the cargo. If any provision of the cargo unit is not intended for securing but can also be used for
securing due to its strength, this should be clearly advised by the Shipper in writing as well.
6 The Shipper shall also provide documents that specify the breaking/design strength of the steel/
wooden cradles in horizontal and vertical direction.
16
1.5.3 Category C cargo units
1 This category includes heavy and open steel structures with lifting and securing provisions and
a defined bedding area along the supporting structure. Examples are prefabricated structures like econo-
mizers and condensers in steel framing for industrial plants, power stations etc.. Lifting of these units will
usually be performed by using lifting slings or belt slings according to methods (a), (b), (d) or (e) as shown
in chapter 2.1 of this Standard.
2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions, diameters of the holes if any, the footprint
and securing points, can be taken from the drawing. The Shipper shall provide the position of the center of
gravity (CG) of the unit, showing dimensions in x, y and z-axis. The relation between the diameter of the
hole of each single lifting provision and the size of the respective shackle can be taken from table 1.1 or
1.2 of chapter 1.4 of this Standard.
3 The safety factor of each single lifting provision shall not be less than factor four (SF = 4) cal-
culated on basis of the worst allowed lifting arrangement. The Shipper shall, where appropriate, indicate
the lifting provisions of the cargo in a scale drawing showing the worst allowed lifting arrangement. The
strength of these provisions shall be confirmed in writing.
4 The total breaking strength of the securing points of the cargo unit should be not less than 2.8
times the weight of the unit and their position should be, if possible, symmetrical to the center of gravity
(CG) of the unit as outlined in chapter 1.4.9 of this Standard. Each securing point should have a strength
of not less than 200 kN.
5 Because of the nature of the framing, transverse sliding can be prevented by using flat timber or
plywood for friction resistance and by using timber beams against the framing for shoring/chocking of the
unit, or alternatively by welding stoppers if feasible (see chapter 2.3 of this Standard).
6 If securing points consist of eye plates or similar fittings the diameter of the eyes should not be
less than provided in table 1.2 of this Standard. The Shipper shall provide documents that specify the
breaking strength of lifting and securing points of the cargo.
17
1.5.4 Category D cargo units
1 This category includes vulnerable and heavy units without special lifting provisions. Lifting areas
are generally marked on the unit. The units are covered with a comparatively light metal or wooden casing.
Examples are wooden cases and cable drums. There are generally no securing points. Lifting will be per-
formed by one of the loop methods defined in chapter 2.1 of this Standard unless there are special lifting
provisions accessible through apertures in the outer casing.
2 A scale drawing is generally not required, but the Shipper's documents shall include the length,
breadth and height of the unit as well as the gross mass and the position of the center of gravity (CG) of
the unit, showing dimensions in x, y and z-axis. The Shipper shall also declare in writing that the cargo
inside the casing is solidly bolted or otherwise connected to the bottom platform or other framework of the
unit.
3 It is absolutely vital that the intended positions of lifting slings or apertures that provide access
to lifting points are clearly marked on the unit. This applies also for lifting devices, e.g. for lifting of cable
drums, if advised. The breaking strength of the lifting arrangement shall be not less than four times the
weight of the unit (SF = 4), paying special attention to any diagonal direction of chain, wire rope and
shackles, which increases the load on the lifting gear considerably. The Shipper shall provide documents
that specify the breaking strength of the lifting arrangement/equipment.
4 The bedding of wooden cases does normally not require special information from the shipper.
Heavy cable drums should be provided with a steel structure able to take acceleration forces and wide
enough in order to match the deck load of the stowage area.
5 Securing of such units can be difficult if they are not stowed in a tight cross-stowage pattern. The
Shipper should state in his document if the structural strength of the outer casing of the unit is suitable
for securing by head loops assuming a securing force to each side of 50% of the weight of the unit. This
is particularly important if the unit shall be shipped on deck, where in this case additional dunnage, e.g.
flat timber, rubber mats or plywood, for friction resistance is indispensable. Alternatively to the head loops
transverse forces should be compensated by using timber beams for shoring/chocking or welded stoppers
at the bottom platform/framework of the unit.
18
1.5.5 Category E cargo units
1 This category includes unpacked and irregular shaped cargo units of moderate weight without
specific bedding areas and without specific lifting provisions or securing points. Examples are structures
parts like crane booms and lattice girders. Lifting of these units will usually be performed by using one of
the loop methods (c), (f) or (h) as shown in chapter 2.1 of this Standard.
2 A scale drawing is generally not required unless the overall shape of the unit deviates consider-
ably from a block shape or if there are special demands for lifting, bedding and securing. As a minimum
the Shipper's documents shall include the length, breadth and height of the unit as well as the gross mass
and the position of the center of gravity (CG) of the unit, showing dimensions in x, y and z-axis.
3 Bedding of the unit may require dunnage like flat timber or timber beams. In order not to overstress
the ship's structure this should preferably be positioned on strong points within the ship's structure like
main girders of the double bottom (tanktop), tweendeck, tweendeck panels or hatchcover panels or also
on bulkheads.
4 Securing of the unit will generally be possible by means of wire rope lashings around parts of the
cargo unit or by using half-loop wire rope lashings. Upon releasing cargo description the Shipper shall
confirm this method of securing in writing or advise an alternative method, e.g. welding stoppers to prevent
sliding in combination with minor diagonal securing against tipping.
2 A scale drawing is generally not required unless the overall shape of the unit deviates considerably
from a block shape or if there are special demands for lifting and securing. As a minimum the Shipper's
documents shall include the length, breadth and height of the unit, the gross mass and the position of the
lifting provisions or slinging areas as well as securing points and/or strong areas where half-loop securing
should be applied. The Shipper shall provide documents that specify the breaking strength of lifting and
securing points on the vehicle.
19
3 With regard to bedding needs, generally, no problems are to be expected. Some vehicles, e.g. rail-
cars, may require additional supports. The same principles for securing wheeled vehicles are used when
securing tracked vehicles, e.g. excavators, bulldozers, tanks etc. One exception that responsible personnel
must remember is that a double layer dunnage floor must be laid. When laying the dunnage floor, tie-down
fittings are to be kept clear so that lashing will be possible thereafter. For main battle tanks (MBT) and
other heavy tracked vehicles, timbers of no less than 20 x 20 cm (8 x 8 in.) should be used for effective
chocking. Information on bedding is normally not required from the Shipper.
4 Some types of vehicles like busses, where half-loop lashings are prohibited, may be difficult to
secure against tipping through lack of securing points at the upper part of the body and the absence of a
provision to stabilize the upper body. Here, inflatable bags in combination with anti-chafing pads for surface
protection should be applied if the cargo is placed alongside the ship's structure or any kind of plane and
rigid cargo. Upon release of cargo details the Shipper shall confirm this securing method in writing.
2 Drawings of the unit are required showing side, front and top view. The scale should be such that
all important information, with emphasis on the lifting provisions or lifting areas where wire slings or fiber
belts are to be used and the bedding areas of the attached cradles, can be taken from the drawing. The
Shipper shall provide the position of the center of gravity (CG) of the unit, showing dimensions in x, y and
z-axis as well as a drawing showing the position of suitable securing points at deck level of the water craft
or elsewhere at the hull.
3 In addition, the Shipper shall state any precautionary measures with regard to the vulnerable sur-
face of the hull, deck edges and/or hawses. The overall breaking strength of the securing points at deck
level of the water craft shall not be less than 1.4 times its unit weight if no solid cradle is provided. This
figure assumes that about half of the number of transverse lashings is guided from the deck edge under
the keel to the other side and vice versa. The application of half loops with appropriate edge protection
may be a suitable alternative.
20
4 If the Shipper delivers the cargo with a solid cradle which reaches well up the side of the water
craft in order to sustain horizontal acceleration forces of 0.8 times the unit weight of this craft without danger
for its hull structure, in this case a pure vertical securing of the craft of 0.4 times its unit weight shall be
sufficient. For the cradle this means that the total breaking strength of all securing points shall not be less
than 2.8 times the unit weight, consisting of the weight of the water craft added with that of the cradle.
The arrangement of these securing points should be symmetrical to the center of gravity of the water
craft. The value of the total breaking strength is to be divided for portside, starboard, forward and aft into
approximately 40%, 40%, 10% and 10% of 2.8 times "g" respectively.
5 The Shipper shall provide documents that specify the breaking strength of lifting and securing
points of the water craft and those on the cradle.
Figure 1.15: Lifting of 337-t diesel engine bottom section as category A unit
22
2. Standards for Lifting, Bedding and Securing
2.1 Lifting
© RICKMERS
© RICKMERS
© RICKMERS
© RICKMERS
SWL [kN] 100 200 300 400 500 600 700 800 900 1000
SF 6.00 5.74 5.51 5.30 5.10 4.91 4.74 4.58 4.43 4.29
BL [kN] 600 1140 1650 2120 2550 2940 3320 3660 3990 4290
Note: It should be verified that lifting equipment is marked and its certificates are on board or have been provided by
the Shipper.
© RICKMERS
2 The calculated load per sling should not exceed the WLL (SWL) of any sling/grommet/chain or
shackle used in the lifting arrangement. If a single-wire-rope sling is bent around a shackle or a bolt of
a heavy-lift spreader the reduction of strength due to the bend should be taken into account in the lifting
calculation (refer to chapter 2.3 and table 2.3.2 of this Standard). In order not to damage a grommet, the
remaining deformation caused by previous heavy-lift operations should only be used at shackles and bolts
of spreaders.
26
3 In case of an asymmetrical lifting arrangement the required individual length of lifting slings should
be determined for which a more sophisticated calculation will be necessary.
In order to overcome difficulties of shippers with such calculation methods, Rickmers-Linie provides
calculations as a service to their customers, using their specialized calculation programs for lifting arrange-
ments. Clients are, therefore, kindly requested to contact the nearest Cargo Operation Center of the
Rickmers-Linie or to call one of the assigned Cargo Superintendents.
4 Single-wire-rope slings and grommets shall never be used in the form of running straps when lift-
ing a heavy cargo unit (see figure 2.1.6) These slings shall either be used directly on the hook of the lifting
tackle or on a bolt of a heavy-lift spreader or fastened with a shackle. Heavy-lift hooks shall be greased to
allow the grommets to settle smoothly into position in the tightening phase prior to lifting. If a lifting tackle
is provided with a combined hook with one smaller pair of hooks for slings, belts or smaller grommets and
one pair of hooks for the main hoist, the latter shall be greased.
© RICKMERS
2.2.1 Principles
1 The general purpose of bedding of heavy cargo units on board is, primarily, to meet all require-
ments specified by the ship's deck structure and, on the other hand, to ensure a reliable arrangement for
the implementation of the regulations concerning securing. Furthermore, the bedding should provide a
high friction force between the cargo and the ship's deck to prevent excessive lashing in order to over-
come lack of friction resistance, causing loss of time and money. While planning the stowage position of
the heavy lift unit, special attention must be paid to the location and direction of the bottom or deck frames
and main girders of the intended stowage area.
foot print
primary member
footprint
© RICKMERS
3 The mass in metric tons [t or mt] of the unit, divided by the gross bedding area [m2 or sqm] should
not exceed the permissible surface load PSL [t/sqm] of that deck, tanktop, tweendeck or hatchcover
panel. If necessary, the gross bedding area can be increased by two methods:
• Extending the footprint by means of timber or steel beams across as many frames of the stowage
area as necessary.
• Extending the gross bedding area to the limits of the effective load area of the respective primary
members that cross the framing like web frames, longitudinal girders or solid floors by "not" placing
other cargo within that space. This is, however, limited by the permissible bending moment of the
frames that cross this primary member.
No other cargo to
be loaded into the
extended gross
bedding area !
© RICKMERS
© RICKMERS
transverse
frames in
tweendeck
panels
cantilever-type frames
© RICKMERS
Figure 2.2.5: Transfer of loads from a cargo unit to the ship's structure via steel beams
2 Some of these classic vessels have removable so-called "king beams" (see figure 2.2.6) crossing
the hold, which are supported in the side by box-type web frames. Between two king beams usually two
or more panels next to each other are grouped, supported by the king beams. These panels usually have
longitudinal framing which has to be considered when bedding heavy cargo units.
32
longitudinal frames
in tweendeck panels
© RICKMERS
Classic MPC with wing tanks for heavy-lift operations (see figure 2.2.15)
3 Such vessels have foldable tweendeck panels which are stored in the sheltered tweendeck space
fore and aft of the hatch opening when opened. This system provides a net tweendeck opening for the
lower hold of the size of the hatch opening. These panels are provided with container fittings. The struc-
ture is similar to that of hatchcover panels with transverse girders at the forward and aft end of the panel
spaced by equidistantly positioned longitudinal girders that cross the transverse framing.
"Rickmers Hamburg-Class" vessels
4 The "Rickmers Hamburg-Class" also called Superflex Heavy Multi-Purpose Carrier has box-
shaped holds of which the purpose differs depending on its longitudinal position. This vessel type is
equipped with four cranes dividing the vessel into mainly five cargo sections. In front of the forward crane
"1" and aft of crane "4" the holds are equipped with racks to allow for container stowage. Stoppers in two
levels enable loading of breakbulk up to these levels. By using one of the 30 on-board 40 ft flatracks it is
possible to create decks for general cargo and heavy cargo units up to weights limited by the capacity of
crane 1 and 4 as well as the load capacity of the flatracks.
5 All three ship sections within reach of the 320 t cranes "2" and "3" have box-shaped holds each of
which equipped with two full layers of tweendeck panels which can be used in four different heights. The
uniform width of these holds allow the tweendeck panels to be interchanged with other holds. The system
foresees a stowage position against the forward and aft bulkhead of each hold. If not needed, e.g. in case
of cargo with excessive height, the panels can be stored on top of each other. Since these panels fit into
each other there is in no need for further securing.
6 The lengths of these holds are based on 20 ft containers with two tweendeck panels forming a 20 ft
stacking area and are fitted out accordingly. This means that all panels are about 10 ft or 3 m wide with
strong areas on the side of the container fittings. In view of the fact that all tweendeck panels can be placed
in any panel position the best possible arrangement for bedding and securing can be found by intelligent
positioning of the panels.
33
2.2.9 Bedding on the weatherdeck
1 If the weatherdeck of classic and modern multi-purpose dry-cargo ships is to be used for cargo
or to support heavy cargo units, special attention must be paid to the structure of the deck, since the
permitted surface load is usually not more than 2.5 t/m2. Applicable figures should be taken from the
vessel's approved capacity plan. Very strong points can be found at bulkheads and where they are crossed
by longitudinal girders. Generally, supports for heavy lift cargoes should always be placed directly on top
of bulkheads, web frames, longitudinal girders or their crossings. Timber blocks may be used to support
projecting parts of heavy cargo units, e.g. on the weatherdeck (see fig. 2.2.7).
© RICKMERS
2 If the vessel has container stanchions it is preferred to use H-beams to support heavy cargo units
resting on these stanchions and the hatchcover panel. It should be borne in mind that these stanchions
are designed for vertical load and are more or less flexible to the side. Upon calculating friction resistance
and strength, no horizontal forces are to be calculated on stanchions.
© RICKMERS
Calculation example
3 For w/d hatchcover 3 a typical area with a combination of two 40ft container fitting is designed
to carry a static load of (2 · 85/4) = 42.5 t. This pattern repeats itself at every container bay at that girder,
which is, on the "Rickmers Hamburg-Class", 5 times giving a total static load of 212.5 t. Whereas, on the
other side of the panel, the girder has been designed to carry 20ft containers and each set of fittings are
to carry (2 · 70/4) = 35 t, which is 5 · 35 = 175 t over the total length of the girder.
example of a
classic MPC 1.63 60 90
Rickmers Hamburg-Class
w/d hatch 1 2.5 50 65
w/d hatch 2-5 2.5 70 85
Table 2.2.1: Permissible surface load and stacking load of Rickmers vessels
Based on the effective load area of this girder, which is (L x 0.5·B x PSL), or, its length (width of the
hatchcover) multiplied by about 3.1 m (half a container bay) and the "deck load" of 2.5 t/m2, the maximum
uniformly distributed load is 83 t, for each girder. For the longitudinal girders, spacing the two transverse
girders of the panel at every pair of container sockets, the effective load area is about 6 · 2.5 = 15 m2
reflecting a maximum uniformly distributed load of 37.5 t.
Note: The strength of the girders foresees the static load multiplied with acceleration factors and a safety factor for container
cargo, based on analysis of damage. Under no circumstance the maximum allowed "uniform loading" as well as the
stacking load should be exceeded since this decreases the safety factor of the structure, which in turn has immediately
influence on the seaworthy stowage and bedding of the cargo and thus the safety of the vessel and its crew.
4 From this calculation it can be clearly seen that the panel loading out of the containers is much
higher than the loading out of a uniformly distributed load. When loading heavy lift units on top of the hatch-
cover panels, special attention should be paid to the position of the supports. Should it not be possible to
position the supports on these strong areas the following H-beam bedding system should be used.
35
2.2.11 New bedding system: H-beams on container fittings
1 A new system of bedding has been introduced on board of the new heavy MPC vessels of
Rickmers-Linie. In order to overcome the limited permissible surface load of the tweendeck and hatchcover
panels a system of 6 m H-beams fitting in the 20ft container supports and up to 12 m H-beams crossing
on top where needed has been developed.
2 The strength of the H-beams matches the load capacity of the container bays, which means that
this system allows for extending the gross bedding area of the heavy cargo unit to a multiple of the con-
tainer bays.
cross section [cm2] 100 225 400 500 600 625 900
section modulus
square: 150 550 1,300 2,550 4,450
flat: 1,600 1,950
upside-down: 2,000 2,950
[cm3]
weight per m
[kg/m] 5 11 20 25 30 31 45
for soft wood up to up to up to up to up to up to up to
(spruce/pine) 7 17 28 35 42 44 63
( 0.5 – 0.7 [t/m3] )
Note: The section modulus is the first indication for calculating the strength of a timber beam. For your information:
• A bundle of 2 by 2 of 10-cm-squared timber beams equals in size one 20-cm-squared timber beam: the strength is
respectively (4 · 150) = 600 cm3 and 1,300 cm3, thus the strength of the single beam is more than twice higher.
• A bundle of 3 by 3 of 10-cm-squared timber beams equals in size one 30-cm-squared timber beam: the strength
is respectively (9 · 150) = 1,350 cm3 and 4,450 cm3, thus the strength of the single beam is more than three times
higher.
Note: The permissible tensile strength for spruce/pine (conifer timber) for short time use (25 days) is 1 kN/cm2 (≈ 102 kg/cm2)
along the grain.
The MSL of this timber in terms of pressure is 0.3 kN/cm2 (≈ 30.6 kg/cm2) normal to the grain.
Rubber mats
4 Rubber mats can be used if the "footprint" of a unit is more or less flat. The main advantage of this
material is the high friction coefficient. Rickmers-Linie uses rubber with a friction coefficient of 0.7 between
rubber and steel in dry situation, i.e. for under-deck stowage, and between 0.4 and 0.5 for on-deck stow-
age. By using rubber mats lashing can be reduced considerably. If not specified otherwise, the friction
coefficient between rubber and steel according to IMO is 0.3 (f =0.3).
Note: The steel surfaces should be clean and free from dust, dirt, grease and oily products.
37
Timber cramps
5 If timber beams or blocks are used to build piles to support heavy cargo units (see figure 2.2.7)
timber brackets, also known as cramps, should be used to hold the pile together. The diameter of the back
of the cramps should be at least 2 cm. The main advantage of cramps is that they can be reused and are
easy to remove with a crow-bar.
6 If it is not possible to find any or suitable cramps, connector straps with nails of the size 150/6-mm
should be used instead.
Steel beams
7 As a suitable alternative to timber beams, steel beams (or H-beams) can be used to spread the
load over a larger area. On board of the "Rickmers Hamburg-Class" a new system of H-beams has been
introduced which is described in Ch 2.2.11 of this standard.
Note: Steel beams carrying heavy cargo units should be designed and calculated with regard to the position of primary
members (main girders) of the stowage area.
Note: Depending of the weight and nature of the cargo and the span between two main girders, beams can be of a size
bigger than 500 mm (≈ 20") in height.
8 For general use the broad-flange type H-beam equivalent to the German standard DIN 1025-2
HEB (old IPB), also European Standard EN 10 034, and material specification Fe 520 (old St 52) are
preferred. Fe 520 has a minimum guaranteed minimum breaking strength of 520 N/mm2 (52 kN/cm2).
h h b W A m
Steel Beams height height width section cross weight
modulus section per m
[cm3] [cm2] [kg/m]
12x12
HEB120 120 120 114 34.0 26.7
[cm]
14x14
HEB140 140 140 216 43.0 33.7
[cm]
16x16
HEB160 160 160 311 54.3 42.6
[cm]
18x18
HEB180 180 180 426 65.3 51.2
[cm]
20x20
HEB200 200 200 570 78.1 61.3
[cm]
26x26
HEB260 260 260 1,150 118 93.0
[cm]
30x30
HEB300 300 300 1,680 149 117
[cm]
Note: The permissible tensile strength of these steel beams for bedding purposes is 200 N/mm2 (20 kN/cm2).
For calculation of the required number of beams – as per chapter 2.2.13 – the permissible tensile stress is to be
taken as 150 N/mm2 (15 kN/cm2) because of acceleration forces to be expected.
38
Platforms and flatracks
9 20ft and 40ft platforms are on the decrease because they are continuously being replaced by
those with collapsible endwalls, also called flatracks. They are not only taken for their intended use, but
also in the cargo hold above breakbulk to build stowage areas for cargo units.
10 If ISO-platforms or flatracks positioned on container bottom fittings are used as a load-spreading
alternative to timber or steel beams, there are two limiting parameters:
• The platform or flatracks should not be overstressed
• The permissible stacking load of the stowage area should not be exceeded.
Note: If flatracks are used for bedding purposes attention should be paid to the permissible surface load of the flatrack.
Usually this is not higher than 3 t/m2. Higher loads should only be dispersed over their longitudinal and transverse
girders.
m m
(a)
s s
r r
s s s s
r r r r
© RICKMERS
Figure 2.2.10: Loaded length "s" and effective length "r" of beams
Example
Stowage situation as in figure 2.2.10 (a)
mass m = 142 t; s = 490 cm; r = 830 cm; steel beams 26 x 26 cm with W = 1,150 cm3
⇒ n = 142 · 9.81 · (830 – 490) / (120 · 1,150) = 3.4
⇒ Following this calculation four beams are to be used
3 If the cargo unit rests only on two strips of footprint areas at a distance larger than half of the
length of the beam, as shown in figure 2.2.10 (b), the required number of beams is to be calculated
separately for each strip. In this case the effective beam length "r" should be taken symmetrically to the
strip of footprint area, loaded with the effective mass "m" resting on it. It goes without saying that with, an
asymmetric arrangement, for every footprint area the number of beams are to be calculated. The main
advantage of this arrangement is that it reduces the required number of beams considerably because the
cargo unit itself acts as a beam between its supporting areas.
40
Effective Length
4 The effective length of such beams is limited because of bending of the supporting beams. For
this reason the effective length should not exceed the figure of "rmax" as a function of "s":
• timber beams 20 x 20 cm: rmax [cm] = (1.2 · s + 200), but not more than (s + 300)
• steel beams 12 x 12 cm: rmax [cm] = (1.2 · s + 300), but not more than (s + 400)
• steel beams 26 x 26 cm: rmax [cm] = (1.2 · s + 400), but not more than (s + 500)
• steel beams 30 x 30 cm: rmax [cm] = (1.2 · s + 500), but not more than (s + 600)
Figure 2.2.11: Generator on board of a classic MPC with long steel beams
41
15
14 steel beam 30 x 30 cm
13 steel beam 26 x 26 cm
maximum effective length of beam r [m]
12 steel beam 16 x 16 cm
11
10
conifer timber 20 x 20 cm
7
3
s s
2
1 r r
0
0 1 2 3 4 5 6 7 8 9 10 11
loaded length of beam s [m]
© RICKMERS
1 Following 40ft flatrack types are available on board of the "Rickmers Hamburg-Class":
© RICKMERS
3 The maximum payload of these platforms or flatracks, as provided by container suppliers, is the
load limit for the situation when the container is lifted. If these containers should be used to provide a
bedding area, this payload can be exceeded by 100% in the lower hold and by 20% on the hatchcover
panels, provided they are supported by flat timber (or equivalent dunnage) in order to prevent sagging and
to take out the flexibility of the support. If this extended load capacity is still not sufficient, a second platform
or flatrack should be used on top (see figure 2.2.13). For this configuration it is paramount that dunnage
should be used in between to add the strength of the two flats, necessary to meet the requirements.
44
Example
4 On the weatherdeck panels with a maximum 20ft stacking load of 60 t, a heavy cargo unit of 100t
with a bedding area of 3 x 5 m is to be stowed on two 20ft bays on flatracks. As taken from the afore-
mentioned Hapag-Lloyd excerpt, a payload of 21.9 t can be taken, which exceeded by 20% for bedding
purposes provides a total capacity for two single platforms of: (21.9 · 1.2) · 2 = 52.6 t.
By using 2 piles of 20ft flats with sufficient dunnage underneath and in between and by using steel beams
over the full width of the two piles, conditions for bedding are met for the 100-t cargo unit (see figure
2.2.13).
© RICKMERS
Figure 2.2.13: Bedding a heavy cargo unit with steel beams and ISO-platforms
d d
b b
p=d/b p=d/b
m = mmax / (2 – p) m = mmax / (2 – 2 p)
© RICKMERS
MV Rickmers Antwerp
MV Rickmers Singapore
MV Rickmers Jakarta
MV Rickmers Seoul
MV Rickmers Dalian
2
2.8 t/m
10.60 m
5.60 m
11.30 m
2
3.3 t/m
8.05 m
12.80 m
2
13.0 t/m floor distance = 2.4 m
© RICKMERS
2
2.5 t/m
2
4.0 t/m
2
4.0 t/m
© RICKMERS
2.3.1 Principles
1 All cargo, in particular heavy cargo units, on board of seagoing ships should be secured against
sliding in transverse and longitudinal direction. Another aspect of securing is to prevent tipping. Here,
transverse tipping plays a major role and becomes increasingly important if the height of the center of
gravity of the unit is above 70% of the width of the transverse base (on general cargo vessels with a
relatively low metacentric height). Securing is primarily done to avoid damage to the cargo, whereas,
especially in case of heavy cargo units, it goes to the effect of avoiding loss of cargo and ship, e.g. high
on-deck cargo units.
2 Friction between the cargo unit and the stowage area is the most economic way to prevent sliding
and can be increased by using dunnage or rubber mats. If steel beams are used for bedding, flat timber,
plywood or rubber mats should be placed between the unit and the beams as well as between the beams
and the deck, unless the beams are welded to the cargo or the deck (if allowed).
Figure 2.3.1: Preparation for bedding in the tweendeck of a "Rickmers Hamburg-Class" vessel
3 If timber is used to provide friction and vertical lashing angles are in the range of 45° or less, the
general securing effort of lashings or other means should be estimated by the following rule of thumb:
MSL to starboard = 60% of munit · g
MSL to portside = 60% of munit · g
MSL to the forward = 15% of munit · g
MSL to the aft = 15% of munit · g
These values correspond with the rule-of-thumb method as mentioned in the Annex 13 of the CSS, but
are also corrected for the type of vessel operated by Rickmers-Linie.
49
MSL =
15% W to fore
MSL =
15% W to aft
© RICKMERS
4 Transverse securing should be increased against the above rule of thumb, if the ship's behavior
at sea is considered "stiff". As far as multi-purpose vessels are concerned, an indication for a relative
stiffness is a natural rolling period of less than 12 seconds. The above-mentioned value for longitudinal
securing should be increased, if the cargo is stowed on deck and forward of 0.7 Lpp, e.g. hatchcover
1 and 2. Should, however, the cargo unit be positioned in the lower hold or tweendeck between 0.3 Lpp
and 0.7 Lpp, longitudinal sliding is prevented by solely the friction between steel and timber. If in doubt,
the securing arrangement should be determined with the advanced calculation methods according to
Annex 13 to the CSS Code (see also Cargo Securing Manual).
Securing with lashings
5 Vertical lashing angles should not exceed 60°. Deviation angles from the transverse or longitudinal
direction should not exceed 30° (see figure 2.3.3).
fore
100 t
max = 60°
aft
max = 30°
© RICKMERS
Figure 2.3.3: Ideal securing arrangement against transverse and longitudinal sliding with
transverse lashings having acceptable longitudinal components (please
observe that forward and aft components of lashings should counteract!)
50
Securing with timber shores or welded stoppers
6 If the total counteracting force of friction and lashing forces prove to be insufficient to prevent slid-
ing, timber shores or welded stoppers should be used. Because of vibration, deformation under compres-
sion or shrinkage caused by variations in its moisture content, timber shores should be secured against
loosening by nails and timber planks or cramps (see figure 2.3.22 and 2.3.23). The shores should be
placed at dedicated strong points of the cargo. The shores should be strictly aligned in transverse and/or
longitudinal direction. If this is not possible, they should solely be exposed to compression forces with
notches to fix their position. Also here, a sufficient number of buttresses, benches, uprights and planks
should be used to maintain stability of the structure. For reasons of reliability, such an assembly should
rest on the stowage area and precautionary measures should be taken against moving.
7 If welded stoppers are preferred but can not be welded to the stowage area directly in front of a
dedicated strong point of a cargo unit, for example because of an overhanging structure or when welding on
a panel is not allowed, a combination of timber beams or blocks and welded stoppers can be considered.
Note: On board of the "Rickmers Hamburg-Class" welded stoppers are generally not allowed.
port starboard
© RICKMERS
Figure 2.3.4: Timber shores preventing transverse sliding, lashings preventing transverse tipping
fore
aft
© RICKMERS
Figure 2.3.5: Welded stoppers preventing longitudinal sliding, lashings preventing transverse sliding
51
Securing of units without securing points
8 Heavy cargo units without securing points, unless reliably secured by timber blocking and/or shoring,
should be secured by half-loop lashings (see figure 2.3.7 and 2.3.8) or by direct lashings to head loops
(see figure 2.3.9). Not permitted, under all circumstances, are "friction loops" and so-called "silly
loops" since they are regarded as insufficient and dangerous (see 2002 Amendments to the CSS Code,
paragraph 1).
© RICKMERS
Figure 2.3.6: Never use friction loops or silly loops for securing heavy cargo units! (Please note that
friction loops are not to be considered for calculation in accordance with the CSS!)
9 Half loops and head loops should be adequately attached to a cargo unit, leaving no risk of slipping
off. If a half loop is tightened with two lashings attached to different securing points of the vessel's structure,
this should be counted as two lashings taking into account the respective MSL (see figure 2.3.7).
© RICKMERS
10 Where half loops or head loops are used in connection with unprotected surface areas or fragile
casing of the unit, square timber should be used for corner protection and/or adequate strengthening of
loading areas (see figure 2.3.8). In case of such surfaces or casings the Shipper shall state any precau-
tionary measures upon releasing cargo description, in order to give the Vessel's Management the oppor-
tunity to take adequate measures.
52
© RICKMERS
Figure 2.3.8
head loops
fore
aft
horizontal half loops
© RICKMERS
Figure 2.3.9
Principle of securing a heavy wooden box against transverse sliding and tipping with:
• head loops
• horizontal half loops
• flat timber and friction preventing longitudinal sliding (lower hold stowage)
• edges of box strengthened by nailed-on timber planks
53
Securing with respect to the center of gravity
11 A securing arrangement should consider the position of the center of gravity (CG). The lashings
should be well balanced between port and starboard but also between forward and aft.
When dealing with the preplanning of a lashing arrangement for, e.g., a 45-m long and 490-t heavy project
cargo unit for on-deck transport and the CG is on approx. 1/3 of the length of the unit, following calculation
method can be used to determine the position and minimum necessary numbers of lashings:
If, within a transverse lashing arrangement, a transverse force (Fy) of a lashing and the distance between
its working line and the CG is ascertainable, a moment of torque can be calculated. The sum of torque
of, for example, all portside lashing forces related to the center of gravity should be minimal. The value of
the outcome of the calculation is an indication for clockwise or counterclockwise torque (top view). The
moment of torque can be reduced by adding lashings. The number of lashings should at least be in accor-
dance with the Company's requirements. Also here, longitudinal components of lashing forces – on each
side – should counteract. An optimum arrangement would feature a similar set-up both for portside and
starboard as well as for forward and aft lashings.
This method can also be used to design a lashing arrangement for extreme high on-deck heavy cargo
units like e.g. RTGs (rubber-tired gantry cranes) with a gross mass of approx. 160 t, an HCG (height center
of gravity) of about 16 m above the weatherdeck level and with lashings of 22 m or more. The advantage of
this method is, that it considers the distance of the lashing to the CG which becomes increasingly impor-
tant if the cargo is expected to move within the limits of the allowable elastic stretch of the lashings.
Shippers and Supercargoes are kindly requested to contact the nearest Cargo Operations Center of
Rickmers-Linie when involved in the transport of such cargo.
Example
The lower transverse lashings have a ratio of half of that of the (longer) upper lashings. Consequently, the
lower lashings reach their MSL when the lashing force of the upper ones would only be half this value.
Please note that this example considers only tipping and transverse lashing effects of the lashings not
being taken into account.
In this typical case the ratio can be corrected with factor two, by using quadruple wire rope for the upper
lashings counting as usual double-wire lashing. By doing so, the force in these lashings would increase
with a factor two (against double wire) if stretched, compensating the lower efficiency.
Yet the MSL-value of such a lashing remains that of the weakest part which is, in this case, the turnbuckle.
For this specific purpose a hook-hook 50-t turnbuckles is regarded as ideal of which 100 pcs are on board
of the Rickmers Hamburg-Class vessels.
As an alternative, the number of upper lashings could be doubled, of which only the half of the lashings
should be counted. Another way to correct the ratio is using different sizes of wire ropes or a combination
of chains and wires. Also here chains should only be used together with the wire slings of Ch 2.3.3.23.
Because of the enormous span of such lashings, wires with the lowest possible elastic stretch should be
taken for reasons of retightening because of permanent elongation. Here wire ropes of the type indepen-
dent wire rope core or wire strand core are first choice. (see fig. 2.3.13)
54
Since long lashings stretch considerably under increasing loads when rolling, they should be tightened
with a high tension in order to avoid slack on the lower side. This pre-tension should be considered when
the bedding arrangement is to be assessed. Basically, lashings should be checked and retightened twice
a day.
Shippers and Supercargoes are kindly requested to contact the nearest Cargo Operations Center of
Rickmers-Linie when involved in the transport of such cargo.
Unitization of cargo
15 Lashings should be attached to adequate securing points of the vessel. Lashings of a cargo unit
should not be attached to a bedding structure. Unless especially intended for this purpose, lashings should
not be attached to other lashings. If cargo is lashed to other cargo units for reasons of multi-unitization,
these lashings should not be counted under the CSS. Unitized cargo demands for appropriate securing,
taking into account the overall mass of the compacted cargo lot.
d
d d
© RICKMERS
2 If information on MSL of mild-steel securing points is not available, the MSL of such securing
provisions can be estimated with the following rule of thumb:
MSL = 10 · d2 [kN], where d = smallest diameter [cm] of cross-section of the device.
55
Minimum requirements for vessels to be chartered by Rickmers-Linie
3 If classic multi-purpose vessels are to be chartered in by Rickmers-Linie, these ships should
be sufficiently equipped for transport of general cargo. They should have at least one securing point of
100 kN MSL (200 kN BL, approx. 20.4t) per 6 m2 stowage area. This number can be reduced to one per
10 m2 if the MSL of each point is not less than 200 kN MSL (400 kN BL, approx. 40.8 t). The distribution
of these securing points should be well balanced.
4 Classic multi-purpose vessels should also be sufficiently equipped at the sides of the hold and
at the bulkheads. They should have at least one oval lashing ring or D-ring of 100 kN MSL (200 kN BL,
approx. 20.4 t) per 8 m2 in the sides, welded to frames at a lower and upper position and one per 12 m2
at the transverse bulkheads.
5 The weatherdeck of these vessels should be sufficiently equipped with D-rings of high tensile steel to
secure 40ft containers. The MSL of these securing points should not be less than 200 kN MSL (400 kN BL,
approx. 40.8 t). As an alternative the vessel should be equipped with a row of D-rings on both sides of the cargo
hatches. The distance between these securing points along the hatch coamings should be not more than 1.5 m.
© RICKMERS
6 If additional D-rings are necessary for the transport of heavy cargo units, temporarily welded
D-rings can be used. They should be welded by certified welders and approved by surveyors. In general,
the responsible classification society must be advised to obtain their official exemption. The nominal securing
capacity can only be met, if the type of electrodes corresponds with the materials to be welded.
Note: It is of paramount importance that D-rings are always placed straight on top of and properly aligned with primary
members (i.e. web frames or stringers) of deck areas, or to other strong structural points, since usual deck framing
is designed for and only able to carry uniformly distributed loads (usually 2.5 to 4 t/m2).
Note: Welding on board should always be performed under strict observance of guidelines on fire prevention during hot work.
7 The number of necessary D-rings can be reduced by sharing a D-ring for lashings pointing to port
and starboard, since only one of the lashings will be strained substantially if the vessel is rolling. For this
purpose D-rings should be placed in transverse position.
50 % MSL
50 % MSL
100 % MSL 100 % MSL
to port to starboard
© RICKMERS
dove-tail sockets
weatherdeck breech base
(U-frame sockets)
14 The weatherdeck hatchcovers are provided with D-rings at the ends of every 40ft bay. The BL of
these lashing eyes is up to 490 kN (approx. 50 t) but not less than 460 kN, providing an MSL of 245 or 230 kN
respectively. The actual figure should be taken from the vessel's Cargo Securing Manual.
15 Additional securing points, i.e. D-rings of mild steel for general cargo, can be found at the sides of the
lower hold, tweendeck and weatherdeck. These securing points have at least a breaking strength of 80 kN (see
figure 2.3.10). The actual figure should be taken from the vessel's Cargo Securing Manual.
61
2.3.3 Loose lashing equipment
Wire ropes
4 Steel wire ropes are offered in different sizes and ways of buildup and can be delivered galvanized,
non-galvanized as well as in combination with fiber or steel core.
Generally, on board of vessels chartered and/or owned by Rickmers-Linie, lashing wires are of non-galvanized
type with fiber core of the size 16 mm (or 5/8") 6 x 19 + FC (see figure 2.3.13, type b) which are given to
shore after use. The lashing slings designed for re-use are provided with fiber core for flexibility reasons.
According to the CSS the MSL of new wire ropes (single use) is 80% of the breakings strength (BL). For
re-used wire rope the MSL should be taken as 30% to overcome loss of strength because of bends and
possible – also non-visible – damage to the wire ropes. If galvanized lashings have been used for ocean
transport they should only be taken for under-deck use.
Note: Rickmers-Linie advises to take an MSL value of 70% of the breaking strength for one-way material instead of the
aforementioned 80% BL as proposed by the CSS.
5 If lashing wire has been delivered and no information on breaking strength is obtainable, the
following table should be used to estimate the MSL.
6 x 18 + 7 FC 6 x 19 + 1 FC
or or
6 x12 + 7 FC 6 x 9 + 1 FC
buildup buildup
Diameter MSL [kN] MSL [kN]
12 25 50
14 34 68
16 45 90
18 57 114
20 70 140
Note: Fiber cores "FC", or FE according to DIN, have a positive influence on the flexibility of the wire ropes but also an
adverse effect on the strength.
62
6 Following figure shows five examples of wire rope:
a) b) c) d) e)
© RICKMERS
Legend:
FC fiber core
IWRC independent wire rope core
WSC wire strand core
FE "Fasereinlage" (German term according to DIN for fiber core)
SE "Stahleinlage" (German term according to DIN for steel core)
Wire ropes are designed by class:
6x 7 (6 strands, 7 wires)
6 x19 (6 strands, 19 main wires per strand)
6 x37 (6 strands, nominally 37 wires per strand)
(When nominal values are used, the number of wires per strand may vary significantly (e.g. 6 x19 nominal
lay have a range of 9 to 26 wires per strand.)
7 The strength of wire ropes reduces considerably if bent around items with a small radius related
to the diameter of the wire rope such as D-rings, shackles or turnbuckle yokes. The strength reduction of
a wire rope of the type 6 x19 + 1FC or similar, which is subjected to a narrow bend of a sharp corner, is
presented in the table 2.3.2 . In this table the residual breaking strength is given as a percentage of the
nominal breaking strength. It shows the ratio of the diameter of the bend "b" and the wire rope diameter "d"
as well as the adverse influence of friction resistance, when the rope is slipping in the bend.
© RICKMERS
ratio b/d 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
% BL % BL % BL % BL % BL % BL % BL % BL % BL % BL
residual breaking strength
[kN] [kN] [kN] [kN] [kN] [kN] [kN] [kN] [kN] [kN]
wire rope
50 65 72 77 81 85 89 93 96 99
steady in the bend
wire rope
25 50 60 65 70 75 79 83 87 90
slipping in the bend
Example
Double lashing wire steady in the bend (see figure 2.3.14).
b/d = 1.5 ⇒ residual breaking strength = (72/100 · BL) = 0.72 · BL
MSL of double-wired lashing = 0.7 · 2 · (0.72 · BL) = 1.008 · BL
Note: The MSL of a double-wired lashing is usually equal to the BL of the single wire.
8 If a sufficient number of well-tightened wire clips are used, the rope can be considered as steady
in the bend.
9 Wire slings under load during lifting can be considered as steady in the bend. Here, it is of greatest
importance that small radii are considered and the WLL (MSL) is reduced according to table 2.3.2, since
the working load limit directly correlates with the breaking load (BL) by its safety factor (SF).
10 If a wire rope is attached to an eye plate with sharp corners, the MSL should be taken as 25% of
the nominal MSL.
11 Wire clips are used to form slings out of plain wire ropes.
© RICKMERS
Note: It is important that the bow, also known as U-bolt, presses the dead end of the wire and does not stress the live
end. This would reduce the breaking strength of the wire rope considerably. Additionally, the distance between the
clips should be not less than 6 times the rope diameter (or not less than one lay-length of a single strand around
the core).
64
12 The appropriate clip size for metric-size wire rope can be taken from the following table:
Shackles
13 Shackles used in a lashing arrangement exposed to vibrations and/or shocks, e.g. windage and
racking of high on-deck cargo units, should be secured against loosening either by galvanized binding wire
or with a cotter pin if the shackle has a nut. If high tensile steel shackles are considered, it should be noted
that smaller diameter of the pin and yoke influences the residual breaking strength of the lashing wire. As
a matter of course there is no influence between shackles and lashing plates or turnbuckles.
14 According to the CSS the maximum securing load (MSL) of shackles is 50% of the breaking
strength (BL, also called maximum ultimate load MUL).
15 If the working load limit (WLL), also called safe working load (SWL), of a shackle is not embossed
in the yoke the following rule of thumb applies for mild steel:
MSL = 10 · d2 [kN] where d = diameter [cm] of bolt
65
Turnbuckles
16 Turnbuckles for securing non-standardized cargo are offered in different sizes and breaking
strengths. According to the CSS the maximum securing load (MSL) of turnbuckles is 50% of the breaking
strength (BL).
17 If the breaking strength (BL or MUL) of a turnbuckle is not given by the supplier, or in case of
doubtful reliability of the supplier's document, the following rule of thumb applies for turnbuckles made of
mild steel:
MSL = 10 · d2 kN where d = diameter of thread [cm]
18 It is important to check the welded connections of the yokes to the nuts. They should be welded
all around leaving no opening for ingress of seawater and leaving no chance for hairline cracks. Improper
welded turnbuckles should not be accepted from the supplier. The nuts should be of sufficient size and
length. Turnbuckles with a hook should not be used for securing of heavy cargo units unless they are certified.
19 Turnbuckles used on board the "Rickmers Hamburg-Class" vessels have a breaking strength of
196 KN (≈ 20 t) and provide an MSL of 98 kN (≈ 10 t).
Figure 2.3.17: Integrated lashing arrangement together with double H-beams and rubber mats
Chains
20 Lashing chains for securing of non-standardized and semi-standardized cargo are made of high
tensile steel and offered as long-linked as well as short-linked chains, both also with lever tightener.
According to the CSS the maximum securing load (MSL) of chain is 50% of the breaking strength (BL).
Because of the different types and grades of high tensile steel no rule of thumb for estimating the MSL can
be provided if no information of BL is available. Therefore, the supplier's advice on the breaking strength
is indispensable.
21 The minimum guaranteed breaking strength (MUL or BL) of standardized "European" long-link
lashing chains of 13 mm is generally 196 kN, hence the MSL is 98 kN (≈ 20 t and 10 t resp.).
66
22 High tensile short-link lashing chains which can be obtained, for example, in the USA and China,
are available in several grades with different characteristics, e.g.:
ASTM 80 (G43); NACM 84/90 (G43); A413/A413M-01 (G43) high test chain:
½" (13.5 mm)
Dimensions inside (L x W) 1.54" x 0.79" (39.1 x 20,1 mm)
WLL 9,200 lb. ( 4.17 t) 40.9 kN
Test Load 15,300 lb. ( 6.94 t) 68.1 kN
MUL (BL) 27,600 lb. (12.52 t) 122.8 kN
MSL 13,800 lb. ( 6.26 t) 61.4 kN
Safety factor MUL/WLL 3
or ...
ASTM 80 (G70); NACM 84/90 (G70); A413/A413M-01 (G70) transport chain:
½" (13.5 mm)
Dimensions inside (L x W) 1.54" x 0.79" (39.1 x 20,1 mm)
WLL 11,300 lb. ( 5.13 t) 50.3kN
Test Load 22,600 lb. (10.25 t) 100.6 kN
MUL (BL) 45,200 lb. (20.50 t) 201.1 kN
MSL 22,600 lb. (10.25 t) 100.6 kN
Safety factor MUL/WLL 4
Note: The MSL of the high test chain (G43) – with identical link size compared to the G70 chain – is lower than that of
European standardized lashing chain. If decision is made to use short-link chains for lashing purposes on board,
it should be observed that same or similar breaking strength to European chain is provided to comply with this
Standard. Regarding the aforementioned examples only G70 ½" lashing chains match these requirements. Any
other short-link lashing chains should be avoided.
Note: The maximum securing load (MSL) is sometimes mentioned by suppliers as "lashing capacity" (LC) and given in
deka-Newton (daN) or metric tons (t or mt).
Lashing slings
23 Integrated lashing arrangement:
Rickmers-Linie has introduced wire rope slings of 2.5 m length to be used in connection with lashing
chains. These slings act as a shock absorber and provide the desired additional elastic stretch (see
figure 2.3.27). The main advantages are:
• Re-tightening is less critical.
• The sling makes it easier to use lashings chains in connection with various lashing provisions of
cargo units.
• The sling consumes less space at a lashing provision and more lashings can be applied.
• Less damage to cargo units can be expected if they are fitted out with low-strengthened lashing
provisions, e.g. trucks, trailers, rail cars etc..
• Use of these slings may save valuable time.
The lashing slings are made of 24-mm 6 x 36 + FC wire rope.
The breaking strength (MUL or BL) is 327.6 kN.
The MSL is 98 kN and includes re-use (f = 0.3).
67
Web lashings
24 Fiber straps with ratchet tensioners, also called web lashings, are useful for lashing cargo units
up to approximately 25 t and for unitizing general cargo. According to the CSS the maximum securing
load (MSL) of web lashings is 50% of the breaking strength (BL). They induce friction, provide excellent
elastic stretch and sustain a pre-tension of up to 40% of its lashing capacity (LC or MSL). According to
EN 12195-2 (European Standard for synthetic web lashings) the pre-tension force, i.e. "Standard Tension
Force" (STF), should not exceed 50% of the MSL/LC.
The required pre-tension is achieved by the "standard hand force" (SHF) acting on the ratchet tensioner.
The "standard hand force" (SHF) is stipulated as 50 daN (≈ 50 kg). As a tension indicator is usually not
available, the pre-tension force can be estimated by following rule of thumb:
"Applying 50 daN SHF to the ratchet tensioner must produce a minimum of 10% of the Lashing Capacity (LC)
as STF", or expressed in a formula:
If SHF applied to tensioner ⇒ STF ≥ 10% LC [daN], where LC = MSL and STF ≤ 50% LC
This pre-tension, however, usually disappears quickly if the straps are repeatedly strained up to their lashing
capacity because of the vessel's motions and regular retightening is required.
Removable D-rings
28 Vessels chartered and/or owned by Rickmers-Linie are equipped with removable D-rings made
of drop-forged steel. These lashing rings are used in connection with the ISO-container sockets of the
tanktop and tweendecks. Upon publishing this Standard, the BL of these type of D-rings on board of the
Rickmers Hamburg-Class vessels is 353 kN, hence the MSL is 176 kN. (Standards for container equip-
ment tend towards a BL of 500 kN, hence the MSL is 250 kN.)
Actual figures should be obtained from the vessel's Cargo Securing Manual.
Welded stoppers
29 Welded stoppers are generally not allowed on board of the "Rickmers Hamburg-Class" vessels.
If, however, on other vessels, stoppers are welded to the deck and/or on top of steel beams used for bed-
ding, the surface should be cleaned from rust or oil. The position of stoppers should be carefully chosen,
i.e. on primary members of structures, in order to prevent damage to the deck plating of the stowage area.
Welding to the high tension areas of the ship's main structures, e.g. flanges of web frames and girders, is
not allowed in order to avoid hairline cracks. Welding on top of fuel oil tanks, unless thoroughly cleaned
and gas-free, is strictly forbidden.
30 The permissible shear stress of a weld should be taken as 100 N/mm2 or 10 kN/cm2 when calculated
for MSL reasons. A single one-lay weld can be assumed with a minimum height of the weld "a" = 4 mm.
This means, that a weld of 1 cm length provides a shear area of 1 x 0.4 = 0.4 [cm2] and an MSL of 4kN/cm.
Following this principle a triple weld can be assumed with an a = 10 mm and provides an MSL of 10 kN/cm.
31 The MSL of stoppers welded flat to the deck or on top of steel beams – where bending can be
neglected – depends on the total cross-section area "Q" of welded seams.
Following calculation should be applied:
MSL [kN] = 10 [kN/cm2] · Q [cm2]
where MSL = maximum securing load [kN]
Q = a·L
where Q = cross-section [cm2] of welds
a = thickness [cm]of weld
L = total length [cm] of weld
Example
Total length of weld L = 120 cm
thickness of weld = 4 mm or 0.4 cm
Q = 0.4 · 120 = 48 cm2 ⇒ MSL = 10 · 48 = 480 kN (≈ 48.9 t).
69
MSL
Q
Q
© RICKMERS
32 However, if the leverage height "h" is bigger than the depth "b" of the stopper (see fig. 2.3.20), the
MSL will be restricted by the following formula:
MSL [kN] = 10 [kN/cm2] · Q1 [cm2] · b/h
where MSL = maximum securing load [kN]
Q1 = cross-section [cm2] of welds at loaded side
b = height [cm] of the section
h = leverage height [cm]
where Q1 = 2·a·w
and a = thickness [cm] of weld
w = width [cm] of flange of section
Example
Size of beam: 30 x 30 cm
leverage height of beam: 65 cm
thickness of weld: 0.4 cm
Q1 = 2 · 0.4 · 30 = 24 [cm2] ⇒ MSL = 20 · 24 · 30/65 = 222 kN (≈ 22.6 t)
MSL
Q1
© RICKMERS
overlap
overlap
© RICKMERS
Example:
Assumed there are four shores of 20 x 20 cm used in figure 2.3.4 on each side, the MSL of these shores
will be 4 x 20 x 20 x 0.3 = 480 kN for both sides.
diagonal
braces
shore
shore
benches
longitudinal
buttresses
uprights
© RICKMERS
vertical
buttresses
shore
diagonal
braces
shore
benches
© RICKMERS
Note: The term "shore" is not limited to horizontal (transverse and longitudinal) applications. According to general under-
standing, a "shore" is simply a prop or support placed against or beneath anything to prevent sinking, sagging
and/or shifting.
72
35 Following table gives an overview of MSL-values of fixed and loose equipment, when used for
securing of project cargo:
© RICKMERS
2 Type A is the standard type which should generally be used between a lashing provision of a
heavy cargo unit and a securing point of the vessel. This type requires four clips as a minimum, which can
be applied easily if the turnbuckle is used at deck level. Any residual breaking strength induced by the bend
at the yoke of a turnbuckle is compensated by the doubling of the wire rope at that bend. The MSL of the
doubled wire depends solely on the diameter of the bend at the lashing provision of the cargo and on the
MSL of the wire rope used. The MSL of the turnbuckle, the shackle and the securing point of the vessel
as well as that of the cargo unit should be taken into account when the MSL of the lashing arrangement
needs to be assessed.
3 Type B is an alternative for situations where only small turnbuckles are available, e.g. for prepar-
ing a Class 1 lashing of 98 kN MSL (≈ 10.0 t) with a turnbuckle of 62 kN MSL (≈ 6.2 t). For this type of
lashing no shackles are needed. Doubling the wire in the D-ring saves a clip and avoids strength reduction
in the bend.
4 Type C requires a wire rope of a bigger size and needs more clips. This type can be used for long
and half-loop lashings (see figure 2.3.9) The number of clips depend on the size of the wire rope, see
following table.
74
5 An endless sling (see figure 2.3.25), also called clipped grommet, which is used at a notch with
sharp edges should be prepared in the same manner as a type A wire lashing, with the double wire at the
notch. The MSL of this sling can be taken as the MSL of a single wire, i.e. the residual breaking strength
is 4 x 25% of BL. Endless slings doubled and clipped at sharp notches should not be used for Class 1
lashings.
© RICKMERS
© RICKMERS
Class 1 lashing
with MSL = 98 kN
second lashing of
same MSL
© RICKMERS
9 The main advantage of the wire sling is a higher elastic stretch of the lashing arrangement. This
reduces peak loads of shocks in the chain. As an alternative to the wire sling an endless sling, also called
clipped grommet, can be used (see 2.3.27) with the chain hook attached to the double lay of the wire rope.
76
10 The wire sling of 2.5 m length is long enough to turn it around a trunnion if deemed necessary.
However, two lashings connected to that sling should always point in the same direction. Lashings set in
opposite directions are useless and hence prohibited.
port starboard
© RICKMERS
Figure 2.3.29: Never use a lashing sling that way - it's a silly loop
1 This chapter deals with how to properly bed and secure a generator unit on board of a "Rickmers
Hamburg-Class" vessel and other vessels chartered in by Rickmers-Linie.
Cargo information: 242-t generator
overall dimensions (LxBxH) = 9.30 x 4.58 x 4.60 m
outer dimensions of footprint = 6.90 x 3.58 m
vertical center of gravity (VCG) above footprint area = 2.20 m
loose battens as dunnage under footprints
FRONT VIEW
SIDE VIEW
TOP VIEW
© RICKMERS
bending moment
shear force
© RICKMERS
4 The generator load on the two tweendeck panels induces a transverse bending moment in each
panel of 1,611.7 kN·m, which is nearly reaching the bending moment of 1613.5 kN·m produced by a
homogeneous load of 4 t/m2.
shear forces
bending moment
© RICKMERS
Figure 2.3.32: Shear forces and bending moment in one hatch cover
79
portside
starboard
© RICKMERS
Figure 2.3.33: Securing arrangement of a generator on "Rickmers Hamburg-Class" vessel (top view)
5 A total of 12 Class 1 lashings of 98 kN MSL secure the generator in transverse direction along with
transverse shoring of 4 pieces of 20 x 20 cm timber beams to each side. The MSL-value for one timber
shore is 20 cm x 20 cm x 0.3 kN/cm2 = 120 kN. Friction is improved by dunnage under and on top of the
twin beams. No welding is required. Each lashing consists of a lockable D-ring, turnbuckle, chain and wire
sling as shown in figure 2.3.27. Longitudinal components of these (transverse) lashings are only moderate.
In this specific example tie-down angles are kept below 40°.
6 The balance of forces in transverse and longitudinal direction has been calculated for the most
worst possible stowage position, which is tweendeck of hatch no. 2 at 0.7 Lpp, under assumption of a GM
of 3.09 and a service speed of 19.4 knots. A similar balance calculation for stowage in the lower hold or
in the hatches 3 to 5 would show more favorable results.
80
a
c
b
tipping axis
© RICKMERS
7 If the footprints are crossing all frames of the stowage area (see 2.2.5.1) of the tanktop, steel
beams are not necessary due to the PSL of 22 t/m2:
Gross mass / Footprint = 242 [t] / (6.90 x 3.58) [m2] = 9.8 [t/m2] < 22 t/m2.
Note: If the cargo would have been delivered with only two cradles, this would mean that – considering longitudinal framing of
the tanktop – the cargo unit should be placed in longitudinal direction. Transverse placing of the generator demands for
steel beams to be used, unless the footprints are placed on strong areas along the container sockets (side girders).
Note: Appropriate dunnage should be used under the footprints to increase friction.
81
© RICKMERS
82
8 Classic Multi-Purpose Carrier
The same generator can be shipped on a classic Multi-Purpose Carrier in a similar way. On this type of
vessels the timber shores can be replaced by stoppers welded to the tanktop. In the tweendeck of such
an MPC welded stoppers can also be used. If stoppers are welded to steel beams, these beams, in turn,
should be welded to the stowage area. Depending on the MSL of these stoppers, the number of lashings
can be reduced accordingly. On classic multi-purpose carriers where the permissible surface load (PSL)
in the tweendeck is lower than 4 t/m2 the length of the steel beams should be taken at least 8 m long (see
figure 2.2.11).
transverse
and
longitudinal
stoppers
welded to the
tank top
© RICKMERS
1 Lashing material in the sense of this chapter includes all loose and fixed lashing equipment used
for lashing cargo units on board of vessel chartered and/or owned by Rickmers-Linie. It should be clearly
distinguished from securing equipment, e.g. bedding material, H-beams, triangular stoppers for heavy
cargo units etc..
2 Purchase of material, including one-way equipment like wire ropes, Hercules and other fiber
ropes, is coordinated by Company's Manager Marine Operations. Procurement of lashing material will be
done either on long-term basis or on demand in accordance with technical requirements set-up by this
Standard. Lashing material must comply with current industry standards, e.g. DIN EN ISO etc..
3 The Supplier shall provide delivery documents together with test certificates indicating the quality
and breaking strength of the equipment in accordance with the corresponding industrial standard. These
documents are to be kept on board for reference and returned with the material, if collected by Rickmers-
Linie at the end of a charter period.
4 Shackles, turnbuckles, D-rings, lashing chain and the 2.5 m lashing slings should be kept on
board, well maintained for re-use. It is compulsory that chartered vessels return such equipment to
Rickmers-Linie on termination of the charter and in coordination with the Company's Manager Marine
Operations. Aforementioned requirements also apply to securing equipment as well as to timber beams,
H-beams, stoppers, cramps, etc..
5 Maintenance of steel equipment should contain inspection for cracks and corrosion after use and,
in particular, after being exposed to heavy weather. Thread of shackles and turnbuckles should be greased
regularly. Wire rope slings should be conserved with wire rope grease.
6 Shackles, turnbuckles and chains should be sorted out if visibly deformed, or the diameter of
yokes, bolts or links are locally reduced by 10% or more as a result of corrosion and/or abrasion and if
visible cracks are found. Wire rope slings should be sorted out if more than ten broken single wires can
be seen over a length of 5 cm.
7 After being sorted out this material should be disposed at a scrap yard of which a receipt is
required and to be filed on board. Simultaneously, Rickmers-Linie shall be informed in order to update the
on-board stock of lashing equipment. Disposal of such material overboard is not permitted.
84
3. Assessment of Stowage and Securing Arrangements
3.1 Responsibilities
1 Rickmers-Linie employs qualified Port Captains and Supercargoes for planning and preparation of
shipments of project cargo. It should be noted that they act in a purely advisory capacity. Their expert opinion
shall be considered simply as pertinent assistance rendered to masters of chartered and/or owned vessels.
However – in the field of project cargo shipments – acknowledgement of their professional experiences in
lifting operations, bedding and securing is recommended and should be understood as of great value.
2 The parties concerned are advised that safe lifting, bedding and securing of heavy cargo units are
under the responsibility of the Ship's Management. The Master is by no means relieved from his liability
for safe handling, stowage and securing of cargo, as this is governed by international regulations.
3 Rickmers-Linie expects that all other Parties concerned, i.e. Masters, Chief Officers, Terminal
Personnel as well as Surveyors, will cooperate with the appointed Supercargoes trustfully and with mutual
respect. Any conflict or disagreement arising from this cooperation should be settled in due time under
consideration of Charterer's objectives.
4 Charter Parties for vessels operating under the flag of Rickmers-Linie contain a specific clause
which deals with the above-mentioned duties and obligations. The standard clause reads:
The Captain (although appointed by the Owners) shall be under the orders and directions of the Charterers
as regards employment and agency; and Charterers are to load, stow, lash, dunnage, secure, tally, unlash
and discharge and trim the cargo at their expense under the supervision and responsibility of the Captain,
who is to sign Bills of Lading for cargo as presented, in conformity with Mate's and Tally Clerk's receipts.
(see Clause 70)
5 In practice, the Master and Chief Officer will have to reach a mutual consent with the Supercargo
on the technical details of lifting, bedding and securing. This agreement should be verified by signing the
related documents, i.e. pre-stowage plan, heavy-lift arrangement including bedding/securing/lashing pattern.
Any deviation from or alteration of this agreement is subject to reconsideration and final approval in unison.
It is self-evident that this should be done under due consideration of good seamanship and observance of
applicable international rules and regulations.
1 For the assessment of securing arrangement of heavy project cargoes on vessels operated by
Rickmers-Linie it is compulsory to apply the IMO Code of Safe Practice for Cargo Stowage and Securing
(CSS). Officially appointed and sworn marine surveyors are therefore requested to provide, in addition to the
usual survey report, a balance calculation according to the methods mentioned in the Annex 13 to the CSS.
2 Both IMO balance calculations distinguish clearly which securing device (lashing, timber shoring,
welded stoppers etc.) serves which purpose, i.e. prevention of transverse/longitudinal sliding and trans-
verse tipping. It further requires to clearly determine the strength of a securing device in terms of MSL
and CS, with the annotation that the strength of a sequence of securing elements (deck ring, shackle,
turnbuckle, chain, wire, etc.) is equal to the strength of the weakest element.
3 The IMO balance calculations also consider unsuitable lashing angles. These calculation schemes
apply only a low efficiency factor for near vertical lashing, as this can still be observed on board of ships.
Same applies to occasional imbalance concerning securing to port and starboard, which would remain
undetected when using other rule-of-thumb methods, e.g. the "three-times-rule".
4 Rickmers-Linie instructs that the IMO minimum balance should be exceeded by at least 20% for
heavy and vulnerable cargo units.
5 The "balance of forces and moments" calculation should be documented using the form sheet of
the Annex 4 to this Standard. If a computer program should be used to obtain the outcome of the advanced
calculation methods of Annex 13 to the CSS, a suitable printout can replace the form, provided it contains
all information necessary to comprehend the calculation.
6 The alternative method as described in paragraph 7.3 of Annex 13 to the CSS allows a more
precise consideration of horizontal securing angles. By doing so the CS can be taken as follows:
CS = MSL / 1.35
Please refer to the "2002 Amendments" to the CSS (Annex 13), "Calculated example 2, Balances of
forces – alternative method".
87
Ageing of a securing Reduction of strength and elasticity due to corrosion, abrasion or changes
element in the molecular structure.
Bedding Material and/or devices to support cargo units, leveling out small differences
in height, providing friction and stability, i.e. dunnage, timber and H-beams,
piles, trestles, shores, cribbing or any other kind of support.
Blocking Wooden or metal supports to keep cargo units in place to prevent shifting.
Block timbers are commonly used to provide a foundation for heavy loads.
When selecting blocking as a foundation for heavy-lifts, ensure it is sound
and large enough to support the load safely. It must be free from grease
and thoroughly dry.
Block stowage Stowing a group of homogeneous cargo items destined for a specific loca-
tion close together to avoid unnecessary broken stowage and cargo shifting
(see also "Multi-unitization").
Breaking Load (BL) Minimum guaranteed breaking load of producer, determined by sample
testing (see also MUL).
Cross-stowage Stowage pattern of cargo stowed from side to side.
deka-Newton (daN) Dimension unit of force equivalent to a mass of approx. 1.02 kg (on earth).
Direct securing Direct transfer of forces between cargo unit and ship by means of lashings,
timber shores or welded stopper.
Dunnage Any material, e.g. (timber boards, planks, blocks, rubber mats, pneumatic
pillows, etc.) placed on the bottom of the hold or deck and used to support,
protect and/or secure cargo items.
Elastic stretch Ability of a securing device to stretch under load and to maintain a
pre-tension necessary for a steady compression of cargo units.
Equivalent solution Securing arrangement of equivalent strength, elastic stretch and ability to
sustain pre-tension.
Friction securing Securing by means of near vertical lashings and high pre-tension.
Friction loop Loop of lashing over a cargo unit with near vertical ends on both sides with
the intention of providing friction securing (see fig. 2.3.6).
Footprint Net supporting area of a cargo unit.
Friction coefficient In technical terms there are two different friction coefficients which should
be normally applied when calculating cargo securing arrangements:
• adhesive friction
• sliding friction coefficient
Note: In the sense of this Standard, adhesive friction does not apply. If friction is mentioned
within the context, sliding friction is meant.
Gross bedding area Area of a cargo unit in relation to the PSL, often the projected area of the
unit in top-view.
Half loop Loop of lashing around a cargo unit with both ends tightened to the same
side, providing a defined securing potential (see fig. 2.3.7/8).
Head loop Closed loop of lashing (endless sling) around the topside of a cargo unit as
securing provision for direct lashings (see fig. 2.3.9).
kilo-Newton (kN) Unit of force equivalent to a mass of approx. 102 kg (on earth).
La-Paloma sling Fancy name for an endless sling, also called "clipped grommet", with clips
at the open length.
88
Lashing sling Pre-fabricated short wire sling, re-usable, for applying lashings to a cargo
unit.
Lashing Capacity (LC) Strength of a lashing device as a percentage of the breaking load, equivalent
to MSL, according to international standards for web lashings and transport
chains.
Maximum Securing Load Strength of a lashing device as a percentage of the Breaking Load (see also
(MSL) Annex 13 to the CSS Code) equivalent to LC.
Maximum Ultimate Load Minimum guaranteed breaking load of producer determined by sample testing,
(MUL) also known as Breaking Load (BL).
Multi-unitization Stowage arrangement of similar-shaped cargo units to form larger blocks;
primarily used to increase productivity of loading and discharging.
Permissible Surface Load Maximum uniformly distributed load for a stowage area, also known as
(PSL) "Uniform Load", "Uniform Loading" or "Deck Load" given in [t/m2].
Safety Factor Ratio between the BL and the WLL (or SWL) mainly used for lifting devices
and provisions, or between BL and LC for lashing material if LC is indicated.
Safe Working Load (SWL) Maximum strength as a percentage of the BL to be used for lifting, also
known as WLL.
Securing arrangement Entire set of securing devices to secure a cargo unit.
(securing pattern)
Securing devices Appliances for securing cargo units, e.g. timber shores, block timbers,
braces, chocks, wedges, twistlocks etc..
Securing element Single element used for securing, e.g. D-Ring, shackle, turnbuckle, etc..
Side stowage Stowage of cargo against one side of the cargo hold or bulkhead (positive
locking); stowage method to be preferred.
Silly loop Loop of lashing around a cargo unit (belly lashing) with the ends in opposite
direction, no defined securing potential. Not permitted at all !
Single stowage Stowage of a cargo unit free to all sides, e.g. stowage on deck.
Sustain pre-tension Ability of a securing device to maintain pre-tension through low permanent
stretch, i.e. good creep properties (also known as elongation for web lashings).
Compacted cargo Stowage arrangement of small and medium-sized cargo units secured
to each other in order to form a block or layer (e.g. steel coils, palletized
goods).
Working Load limit (WLL) Maximum strength as a percentage of the BL to be used for lifting, also
known as SWL.
89
Abbreviations
Place: _______________________
1 The Annex 13 to the Code of Safe Practice for Cargo Stowage and Securing (CSS), worked out by
the IMO in the early 1990s and amended in 2002, contains two comprehensive methods for the assess-
ment of stowage and securing arrangements for non-standardized and semi-standardized cargo. They
should not be used for containers in a standardized system approved by a classification society.
2 The Annex-13 methods are based on a heuristic system (evaluation of feedback) of assumption of
forces as being used in naval architecture and by classification societies. This system has been transferred
into an easy-to-use numerical system, as specified in the Annex 13 to the CSS.
Fy
a
c
CS
tipping axis
b
© RICKMERS
17 The balance shows that even a smaller number of lashings would be sufficient, but any reduction
should be left to the judgement of the responsible officer or master.
18 The balance of transverse tipping compares the tipping moment with the sum of the stabilizing
moment of the weight of the cargo and the righting moments of the vertical lashings. The tipping moment
is calculated by the transverse force Fy working in the center of gravity multiplied with the vertical distance
"a" to the tipping axes. The stabilizing moment of the weight of the cargo is calculated by gross weight of
the cargo multiplied by the gravity and the horizontal distance of the center of gravity to the tipping axes.
This is calculated with the following formula, if all lashings on one side are identical in CS and angle:
Fy · a ≤ ( b · m · g) + (n · (CS · c))
1078 · 4.2 ≤ (2.6 · 158 · 9.81) + (12 · (82 · 6))
4528 ≤ 4030 + 5904 This is OK !
This case is typical for most cargo units which, if secured properly against sliding, will be seldom critical in
terms of tipping. There are, however, exceptions with high units on a narrow base area like transformers,
laden road trailers or RTGs (rubber-tired gantry cranes).
19 The balance of longitudinal sliding assumes the worst case in which the weight of the unit is
reduced by the vertical force Fz, while at the same time the longitudinal force Fx is acting on the cargo unit
and may cause longitudinal sliding. This is likely to happen for cargo stowed forward of 0.7 Lpp and aft of
0.2 Lpp. The balance calculation is otherwise similar to the transverse sliding balance:
20 This balance proves that the securing in longitudinal direction requires some upgrading. If, how-
ever, the transverse lashings have sufficient longitudinal components – in the permissible range of hori-
zontal angles of not more than 30° - the situation may be acceptable. Again, this should be decided by the
responsible officer or master of the vessel.
21 In this example, but also in practice after loading a heavy cargo unit, any longitudinal components
Fx could be considered with the "alternative method" as provided by the Annex 13.
22 This example shows clearly that this calculation method in the Annex 13 to the CSS does not pro-
vide a foolproof method in order to determine a proper securing arrangement. It can and shall only serve
as a tool to assess a securing arrangement which has been planned and implemented according to the
principles of good seamanship and securing practice.
94
Annex 4 Form for assessment of securing arrangements
© RICKMERS
Notes
RICKMERS-LINIE GmbH & Cie. KG
Neumühlen 19
22763 Hamburg
Germany
Tel: +49 40-38 91 77-200
Fax: +49 40-38 91 77-274
E-mail: info@rickmers.net
www.rickmers-linie.com
OFFICES
Abu Dhabi Dubai Lisbon Shanghai
Antwerpen Düsseldorf London Singapore
Aqaba Genoa Manila St. Petersburg
Bahrain Gothenburg Middlesbrough Tallinn
Bangkok Hamburg Moscow Tehran
Beijing Helsinki Mumbai Tianjin
Bergen Ho Chi Minh City Muscat Tokyo
Bilbao Hongkong New Orleans Urumqi
Brisbane Houston Oslo Vienna
Budapest Jakarta Port Said Xingang
Chennai Kaohsiung Qingdao Zurich
Copenhagen Karachi Riga
Dalian Klaipeda Seoul
Dammam Kuala Lumpur
Doha Kuwait For contact details please visit our website: www.rickmers-linie.com