AMASTER'SGUIDETOContainer SecuringovdsThe StandardRegister
A MASTER’S GUIDE TO Container Securing
A MASTER'S GUIDETO CONTAINERSECURING ISTHE FIFTH PUBLICATION IN THE MASTER'S GUIDESERIESTheStandardP&IClubThe Lloyd's Register GroupThe Standard P&I Club's loss prevention programmefocuses onLloyd's Register is directed through its constitution to:'secure forbest practice to avert those claims that are avoidable and thatthe benefit of the community high technical standards of design,often resultfrom crew erroror equipmentfailure.In its continuingmanufacture,construction,maintenance,operation and performancecommitment to safety at sea and the prevention ofaccidents,for the purpose of enhancing the safety of life and property both atcasualties and pollution,the Club issues a variety of publications onsea and on land and in the air', and to advance 'public educationsafety-related subjects,of which this is one. For more informationwithin the transportation industries and any other engineering andabout these publications, please contact either the Managers"technological disciplines'.London Agents or any Charles Taylor office listed in this guideLloyd'sTheStandardRegisterAuthorsEric Murdoch BSc, MSc, MRINA, C.EngDavid Tozer BSc, MSc, FRINA, C.EngDirector of Risk ManagementBusiness Manager Container ShipsLloyd's RegisterCharlesTaylor&CoLimited1 StKatharine'sWay71FenchurchStreetLondonE1W1UTLondonEC3M4BSUKUKTelephone (44)2075227440Telephone(44)2077099166Email eric.murdoch@ctcplc.comEmaildavid.tozer@lr.orgwww.standard-club.comwww.lr.orgTheauthors acknowledgetechnical contributionsfromcolleagues andassociates.The authors express their particular thanks to:BobThompson, Principal Specialist, Lloyd's Register EMEA;ColinClifford-Smith, LeadSpecialist,Lloyd'sRegisterEMEA;TonyBowman,ManagingDirector,TMC (MarineConsultants) Ltd;RoySmith,SafetyManager (Operations),HutchisonPorts (UK).Thanks alsoforassistanceto:GermanLashingRobertBockGmbH;SEC-Ship'sEquipment Centre Bremen GmbH;MediterraneanShippingCompanyS.A;Maersk Line Limited;MacGregor (DEU) GmbH
The Standard P&I Club The Standard P&I Club’s loss prevention programme focuses on best practice to avert those claims that are avoidable and that often result from crew error or equipment failure. In its continuing commitment to safety at sea and the prevention of accidents, casualties and pollution, the Club issues a variety of publications on safety-related subjects, of which this is one. For more information about these publications, please contact either the Managers’ London Agents or any Charles Taylor office listed in this guide. The Lloyd’s Register Group Lloyd’s Register is directed through its constitution to: ‘secure for the benefit of the community high technical standards of design, manufacture, construction, maintenance, operation and performance for the purpose of enhancing the safety of life and property both at sea and on land and in the air’, and to advance ‘public education within the transportation industries and any other engineering and technological disciplines’. A MASTER’S GUIDE TO CONTAINER SECURING IS THE FIFTH PUBLICATION IN THE MASTER’S GUIDE SERIES. Authors Eric Murdoch BSc, MSc, MRINA, C.Eng Director of Risk Management Charles Taylor & Co Limited 1 St Katharine’s Way London E1W 1UT UK Telephone (44) 20 7522 7440 Email eric.murdoch@ctcplc.com www.standard-club.com David Tozer BSc, MSc, FRINA, C.Eng Business Manager Container Ships Lloyd’s Register 71 Fenchurch Street London EC3M 4BS UK Telephone (44) 20 7709 9166 Email david.tozer@lr.org www.lr.org The authors acknowledge technical contributions from colleagues and associates. The authors express their particular thanks to: Bob Thompson, Principal Specialist, Lloyd’s Register EMEA; Colin Clifford-Smith, Lead Specialist, Lloyd’s Register EMEA; Tony Bowman, Managing Director, TMC (Marine Consultants) Ltd; Roy Smith, Safety Manager (Operations), Hutchison Ports (UK). Thanks also for assistance to: German Lashing Robert Bock GmbH; SEC - Ship’s Equipment Centre Bremen GmbH; Mediterranean Shipping Company S.A; Maersk Line Limited; MacGregor (DEU) GmbH
CONTENTS2Introduction3BasicAdvice4 Do'sand Don'ts5LashingSystems7 SafeWorking8 Shipsand Containers13 Container Construction17Lashing ComponentsPrinciples of Stowage2231Ships'Behaviour
2 Introduction 3 Basic Advice 4 Do’s and Don’ts 5 Lashing Systems 7 Safe Working 8 Ships and Containers 13 Container Construction 17 Lashing Components 22 Principles of Stowage 31 Ships’ Behaviour CONTENTS
NTRODUCTIONThe development of containerisation was a giant step forward inLashing systems are only tested during bad weather; if they failcarrying general cargo by sea.At thetime,it was correctlythen containers may be lost. Indeed, the growing numberofpredictedthatunitcostswouldfall andcargodamagebecomeacontainerslostoverboardhas causedconcernthroughoutthething of the past. This has been true until recently.marine industry. Cargo claims have increased and floatingcontainers pose a hazard to navigation.Shipmasters need toIn the early days of containerised transport, ships carried containersunderstand the strengths and weaknesses of container securingstowed on hatch covers, three or fourhigh.A varietyof lashingsystems.It is essential thatmasters be aware ofwhat can be donesystems were in use. However, the most reliable system consistedtoprevent container loss.ofstacking cones,twistlocks,lashing bars,bridgefttings andturnbuckles (bottle screws).These systems were effective inThe purpose of this guide is to discuss container securing systems,lashing containers carried on deck to thethird tier.the causes of lashing failureand tooffer advice as to how lossescan be minimised.Today,shipsarebiggerandapost-Panamaxcontainershipwillcarrycontainersondeckstackeduptosix,sevenoreighttiershigh. However, while the ships are able to carry containers stackedEric Murdochhigher,thelashingsystems arestill onlycapableof lashingtothebottom of thethird tier containers or the bottom of the fourth orfifth tier containers when a lashing bridge is fitted. Ship designhasdevelopedbutcontainerlashingsystemshavenotA classification society will approve a ship for the carriage ofcontainers.Regulations stipulatethattheshipmust carryacargosecuring manual.This willcontain instructions as tohow cargoshould be secured. However, approval of the arrangements in themanual will not necessarily mean that cargo-securing arrangementswill withstand foul weather.A ship sailing in a seaway has six deqrees of freedom -roll, pitchITISESSENTIALTHATheave,yaw,sway and surge.Theship itself bends and twists asMASTERSBEAWAREOFwaves pass.Hatch covers can move relative to the hatch openingand a stack of containers can move as tolerances in lashingWHATCANBEDONETOequipmentaretaken up.It isthelashing system alonethat resistsPREVENTCONTAINERLOSSthesemovements andattemptstokeep containersonboard
2 The development of containerisation was a giant step forward in carrying general cargo by sea. At the time, it was correctly predicted that unit costs would fall and cargo damage become a thing of the past. This has been true until recently. In the early days of containerised transport, ships carried containers stowed on hatch covers, three or four high. A variety of lashing systems were in use. However, the most reliable system consisted of stacking cones, twistlocks, lashing bars, bridge fittings and turnbuckles (bottle screws). These systems were effective in lashing containers carried on deck to the third tier. Today, ships are bigger and a post-Panamax container ship will carry containers on deck stacked up to six, seven or eight tiers high. However, while the ships are able to carry containers stacked higher, the lashing systems are still only capable of lashing to the bottom of the third tier containers or the bottom of the fourth or fifth tier containers when a lashing bridge is fitted. Ship design has developed but container lashing systems have not. A classification society will approve a ship for the carriage of containers. Regulations stipulate that the ship must carry a cargosecuring manual. This will contain instructions as to how cargo should be secured. However, approval of the arrangements in the manual will not necessarily mean that cargo-securing arrangements will withstand foul weather. A ship sailing in a seaway has six degrees of freedom – roll, pitch, heave, yaw, sway and surge. The ship itself bends and twists as waves pass. Hatch covers can move relative to the hatch opening and a stack of containers can move as tolerances in lashing equipment are taken up. It is the lashing system alone that resists these movements and attempts to keep containers on board. Lashing systems are only tested during bad weather; if they fail then containers may be lost. Indeed, the growing number of containers lost overboard has caused concern throughout the marine industry. Cargo claims have increased and floating containers pose a hazard to navigation. Ship masters need to understand the strengths and weaknesses of container securing systems. It is essential that masters be aware of what can be done to prevent container loss. The purpose of this guide is to discuss container securing systems, the causes of lashing failure and to offer advice as to how losses can be minimised. Eric Murdoch INTRODUCTION 2 IT IS ESSENTIAL THAT MASTERS BE AWARE OF WHAT CAN BE DONE TO PREVENT CONTAINER LOSS
BASICADVICEThere are certain actions which should always be taken to preventCheck that all cell guides are clear of obstacles, are straightcontainers from being damaged or lost overboard.Thefollowing isand not buckled.considered best practice:Check that turnbuckles arefully tightened. Loose lashings will.Check stack weights before stowage. It is important not tcbe ineffective.exceedallowable stackweightsotherwisefailure of thecormerCheck lashing equipment for defects and discard worn orposts of the containers stowed at the bottom of thestack isdamagedequipment.Avoid using left-handandright-handpossible. If the stow is too heavy,the lashings may havetwistlocks on the same ship.insufficient strength to hold the containers in place if badweather is encounteredRegularly examine lashing components, including ship fttings.for wear. Replace any worn or damaged fitting, repair any wornNever deviate from the approved lashing plan except to addordamagedshipfitting.Checkall equipmentnot justadditional lashings.Calculateforces using the approved loadingequipment in reqularusecomputer.It is difficult to know when lashing components should be.Consult the lashing manual before applying lashings.replaced.Feworganisations are confident to issuecriteriaIf stack weights are high and bad weather is expected then fitfor replacement' which means that the company or individualadditional lashings.master will need to exercise judgement. If in doubt,replacethe equipment. Give special attention to dovetail or sliding:Trytoavoidisolatedstacksofcontainerswhenstowedonsocket foundations.deck, especially if at the ship's side. Where possible, loadcontainers so they are evenly distributed.Toassist the shore lashing gang.give them preciseinstructionsas to how containers should be secured.Avoid loading heavy containers above light containers and atthe top of a stack.Remember that during ship rolling,forces on container cornerposts can be up to three times greater than the uprightKeep your system of lashing simple using the highest ratedcompressionforce.Weatherrouteinanattempttoavoidthecomponents.worst of themeteorological systems orareas where high seasExaminecontainersforphysicaldefects-checkthecornerpostsin winter are common.carefully.ThecornerpostshavetoresisthighcompressionforcesTry to avoid loading'high cube'containers on deck in thefirstas aresult of static weights from containers stowed on top andor second tier. Lashing rods are more difficult to fit and specialfromdynamicforcesthatoccur whentheshiprolls,heavesandrods with extension pieces are often needed.Identify wherepitches. Containers with damaged corner posts placed in the"high cubecontainers are to bestowed before loading.It maybottomofa stoware likelyto collapse.Rejectdamagedbe necessary to reposition them.containers
3 There are certain actions which should always be taken to prevent containers from being damaged or lost overboard. The following is considered best practice: • Check stack weights before stowage. It is important not to exceed allowable stack weights otherwise failure of the corner posts of the containers stowed at the bottom of the stack is possible. If the stow is too heavy, the lashings may have insufficient strength to hold the containers in place if bad weather is encountered. • Never deviate from the approved lashing plan except to add additional lashings. Calculate forces using the approved loading computer. • Consult the lashing manual before applying lashings. • If stack weights are high and bad weather is expected then fit additional lashings. • Try to avoid isolated stacks of containers when stowed on deck, especially if at the ship’s side. Where possible, load containers so they are evenly distributed. • Avoid loading heavy containers above light containers and at the top of a stack. • Keep your system of lashing simple using the highest rated components. • Examine containers for physical defects – check the corner posts carefully. The corner posts have to resist high compression forces as a result of static weights from containers stowed on top and from dynamic forces that occur when the ship rolls, heaves and pitches. Containers with damaged corner posts placed in the bottom of a stow are likely to collapse. Reject damaged containers. • Check that all cell guides are clear of obstacles, are straight and not buckled. • Check that turnbuckles are fully tightened. Loose lashings will be ineffective. • Check lashing equipment for defects and discard worn or damaged equipment. Avoid using left-hand and right-hand twistlocks on the same ship. • Regularly examine lashing components, including ship fittings, for wear. Replace any worn or damaged fitting, repair any worn or damaged ship fitting. Check all equipment not just equipment in regular use. • It is difficult to know when lashing components should be replaced. Few organisations are confident to issue ‘criteria for replacement’ which means that the company or individual master will need to exercise judgement. If in doubt, replace the equipment. Give special attention to dovetail or sliding socket foundations. • To assist the shore lashing gang, give them precise instructions as to how containers should be secured. • Remember that during ship rolling, forces on container corner posts can be up to three times greater than the upright compression force. Weather route in an attempt to avoid the worst of the meteorological systems or areas where high seas in winter are common. • Try to avoid loading ‘high cube’ containers on deck in the first or second tier. Lashing rods are more difficult to fit and special rods with extension pieces are often needed. Identify where ‘high cube’ containers are to be stowed before loading. It may be necessary to reposition them. BASIC ADVICE