DO'S AND DON'TSALWAYS:NEVER:Rejectacontainerfoundoverweightand likelytogiveriseMix left-hand andright-handtwistiocks;tothepermissible stack weightbeing exceeded;Applyfullyautomatic twistiocks withoutfirstcheckingthe?Rejectabuckled,twistedordamaged containermanufacturer's instructions for use,Arrangestowagesothat containersdonot needtobeUsecorrodedorbuckledlashingrodsunloaded at a port other than the designated dischargeUsetwistlocksthat are not certifiedport;.Use improvised equipment to secure containers;.Regularlychecklashingcomponentsforconditionanddiscard components that appear worn oraredamaged;.Load containers ofa non-standard length exceptwhenthe ship is designed and equipped for the carriage of:Inspect D rings,ring bolts,cell guides and sliding socketnon-standard length containers:foundations for wear ordamaqe before containersareloaded, and arrange for the necessary repairs;Usetwistlocksfor liftingcontainers exceptwherethetwistlocks arespecificallyapproved forthis purpose;Regularly check lashings during the voyage;Open containers afterthey havebeen loaded;:Inspect and tighten lashings before the onset ofbad weather;.Connectreefer containersto damagedor broken electricasockets;Take care when handling container fittings because theyare heavy.Avoid dropping them;.Load containers in a con-bulkerthat requires fittingabuttress,unlessthebuttress isalreadyfitted;:Stowlooselashingcomponents,twistlocksandlashingrods safely in designated baskets or racks;Droporthrowfittings,especiallytwistlocks,fromagreaheight onto a steel deck or other hard surface;:Buy components thatare supported byatest certificate.The strength of equipment withoutatest certificate mayLash to the top ofa containeralways lashtothebottombe unpredictable;ofthenexttierabovewhereverpossible;Have more securing equipment than necessary;Workdangerously with containers.Never standorclimbontothem,orunderorbetweenthem..Avoid extreme values of GM, whether high or low;Avoid geographical areas where conditions for parametricrollingexist;Look for indications of water leakage into the container
4 DO’S AND DON’TS ALWAYS: • Reject a container found overweight and likely to give rise to the permissible stack weight being exceeded; • Reject a buckled, twisted or damaged container; • Arrange stowage so that containers do not need to be unloaded at a port other than the designated discharge port; • Regularly check lashing components for condition and discard components that appear worn or are damaged; • Inspect D rings, ring bolts, cell guides and sliding socket foundations for wear or damage before containers are loaded, and arrange for the necessary repairs; • Regularly check lashings during the voyage; • Inspect and tighten lashings before the onset of bad weather; • Take care when handling container fittings because they are heavy. Avoid dropping them; • Stow loose lashing components, twistlocks and lashing rods safely in designated baskets or racks; • Buy components that are supported by a test certificate. The strength of equipment without a test certificate may be unpredictable; • Have more securing equipment than necessary; • Avoid extreme values of GM, whether high or low; • Avoid geographical areas where conditions for parametric rolling exist; • Look for indications of water leakage into the container. NEVER: • Mix left-hand and right-hand twistlocks; • Apply fully automatic twistlocks without first checking the manufacturer’s instructions for use; • Use corroded or buckled lashing rods; • Use twistlocks that are not certified; • Use improvised equipment to secure containers; • Load containers of a non-standard length except when the ship is designed and equipped for the carriage of non-standard length containers; • Use twistlocks for lifting containers except where the twistlocks are specifically approved for this purpose; • Open containers after they have been loaded; • Connect reefer containers to damaged or broken electrical sockets; • Load containers in a con-bulker that requires fitting a buttress, unless the buttress is already fitted; • Drop or throw fittings, especially twistlocks, from a great height onto a steel deck or other hard surface; • Lash to the top of a container; always lash to the bottom of the next tier above wherever possible; • Work dangerously with containers. Never stand or climb onto them, or under or between them
5LASHINGSYSTEMSCommonFalse BeliefsLashing rods should be tightened as tightas possible-FalseIn theory, excessive tightening of lashing rods will result in the rodsP&I club investigations into container loss indicate that the losstaking additional strain, which can cause rodfailure during loadingoften occursbecauseanapparentweakness has not beenidentified. The following points are worth noting:.It is notnecessarytoadjustthetension inlashings whileat sea-FalseOncecontainershavebeen loadedandsecured,thestowremains in a tight block and does not moveFalseMovement of containers will result in some lashing rods becomingslack.Air temperature differences will cause the tension in theTwistlock and sliding socket clearances will allow containers tolashings to change. Lashings should be checked and tightenedmove before the twistlocks engage.The clearance will permitwithin 24 hours after leaving port and regularly thereafter.This ismovement of the stow. Wear inside the corner fitting can causeespecially true before the onset of bad weather.additional movement.Container strength is equal throughout the containerFalseContainers canbe stowed inanyorderand/or.combination/mixofweights-FalseAlthough strength standards are met,a container is more flexibleat the door end and may be more vulnerable in this area.Themost common mistakemadewhen stowing and lashingAll twistlockscanbeusedtoliftcontainers-Falsecontainersistoloadheavycontainersover lightandto loadso.that themaximum permissible stack weightsare exceeded.Twistlocks can be usedfor lifting containersonly when they haveLashings applied from a lashing bridgebehave in the samebeen approved and certified for that purpose.mannerasthoseappliedatthebaseofastow-False.Twistlocksareall ratedto the samestrength-FalseA lashing bridge is a fixed structure while a hatch cover will moveTwistlocks can be rated for different tensile loads up to 20 or 25whena shiprollsandpitches.Theresultingeffect could bethatatonnes.It is importantnottouseamixof twistlocksthathavelashing from a lashing bridge becomes slack or takes excessive load.different strength ratings.Containers loadedon a pedestal andahatchcoverdonot.All containers have the same strength-Falsesuffer additional loading-FalseContainer strength can vary. There are two ISO standards (pre- andA hatch cover is designed to move as the ship bends and flexes.post-1990).Some owners have their own standards and containersA container stowed on a pedestal,afixed point,willattempt tocan be worn or damaged.resisthatchcovermovement ifalsosecuredtoahatchcover
5 Common False Beliefs P&I club investigations into container loss indicate that the loss often occurs because an apparent weakness has not been identified. The following points are worth noting: • Once containers have been loaded and secured, the stow remains in a tight block and does not move – False Twistlock and sliding socket clearances will allow containers to move before the twistlocks engage. The clearance will permit movement of the stow. Wear inside the corner fitting can cause additional movement. • Containers can be stowed in any order and/or combination/mix of weights – False The most common mistake made when stowing and lashing containers is to load heavy containers over light and to load so that the maximum permissible stack weights are exceeded. • Lashings applied from a lashing bridge behave in the same manner as those applied at the base of a stow – False A lashing bridge is a fixed structure while a hatch cover will move when a ship rolls and pitches. The resulting effect could be that a lashing from a lashing bridge becomes slack or takes excessive load. • Containers loaded on a pedestal and a hatch cover do not suffer additional loading – False A hatch cover is designed to move as the ship bends and flexes. A container stowed on a pedestal, a fixed point, will attempt to resist hatch cover movement if also secured to a hatch cover. • Lashing rods should be tightened as tight as possible – False In theory, excessive tightening of lashing rods will result in the rods taking additional strain, which can cause rod failure during loading. • It is not necessary to adjust the tension in lashings while at sea – False Movement of containers will result in some lashing rods becoming slack. Air temperature differences will cause the tension in the lashings to change. Lashings should be checked and tightened within 24 hours after leaving port and regularly thereafter. This is especially true before the onset of bad weather. • Container strength is equal throughout the container – False Although strength standards are met, a container is more flexible at the door end and may be more vulnerable in this area. • All twistlocks can be used to lift containers – False Twistlocks can be used for lifting containers only when they have been approved and certified for that purpose. • Twistlocks are all rated to the same strength – False Twistlocks can be rated for different tensile loads up to 20 or 25 tonnes. It is important not to use a mix of twistlocks that have different strength ratings. • All containers have the same strength – False Container strength can vary. There are two ISO standards (pre- and post-1990). Some owners have their own standards and containers can be worn or damaged. LASHING SYSTEMS
0LASHINGSYSTEMSCommonFalse Beliefs continuedHorizontal lashings to lashingbridgesareanalternativeto.verticalcross lashings-FalseCrossed horizontal lashings from lashing bridgeswill holdacontainer. However, the container will be held rigidly to the fixeclashingbridge.Whena shipbends and twists,thebaseofacontainer attached to a hatch cover will move, but container endsheld firmly to a lashing bridge with horizontal lashings will notmove.The effect will be to put strain on the lashings and evenbreak the bars or damage the container corner castingsHorizontal lashings should not be used unless specificallypermitted in the approved lashing plan..Parametric rolling will notoccur on ships withahighGM FalseParametric rolling occurs because of the fine hull form of largepost-Panamax container ships.The large bow flare and widetransom increases the effect. The phenomenon occurs because ofchanges in the waterplane area,which can cause large changes inGM as waves pass.At times,GM can becomenegative.Alargeinitial GM will provide large righting levers that can lead to violentrolling..Provided stack weightshavenotbeen exceeded, thedistribution of containers in a stack on deck is notimportant -FalseIt isessential toavoid loading heavy containers overlight,andat the top of a stack in a deck stow. This is because the securingsystem would have been designed on the assumption that lightcontainers arestowed on top.If stowageallowsforheavy',"heavy',light', then loading"heavy','medium','medium',will placedifferentstrainson thesecuringsystem,even ifthestack weightis the same
6 Common False Beliefs continued • Horizontal lashings to lashing bridges are an alternative to vertical cross lashings – False Crossed horizontal lashings from lashing bridges will hold a container. However, the container will be held rigidly to the fixed lashing bridge. When a ship bends and twists, the base of a container attached to a hatch cover will move, but container ends held firmly to a lashing bridge with horizontal lashings will not move. The effect will be to put strain on the lashings and even break the bars or damage the container corner castings. Horizontal lashings should not be used unless specifically permitted in the approved lashing plan. • Parametric rolling will not occur on ships with a high GM – False Parametric rolling occurs because of the fine hull form of large post-Panamax container ships. The large bow flare and wide transom increases the effect. The phenomenon occurs because of changes in the waterplane area, which can cause large changes in GM as waves pass. At times, GM can become negative. A large initial GM will provide large righting levers that can lead to violent rolling. • Provided stack weights have not been exceeded, the distribution of containers in a stack on deck is not important – False It is essential to avoid loading heavy containers over light, and at the top of a stack in a deck stow. This is because the securing system would have been designed on the assumption that light containers are stowed on top. If stowage allows for ‘heavy’, ‘heavy’, ‘light’, then loading ‘heavy’, ‘medium’, ‘medium’, will place different strains on the securing system, even if the stack weight is the same. LASHING SYSTEMS
09SAFEWORKINGWorkingWithContainersThedecks,hatchcoversandholdsofacontainershipcanbe:Takecarewhenfixingpenguinhooksorlashingrodsastheseextremely dangerous places to work.To avoid accidental injury.can slip and strike someone.exercisecareandfollowtheserules::Close access gratings after passing through.Theyare there to:Whenworkingondeck,alwayswearhighvisibilityclothingprotect you.safety shoes and a hard hatNeverallowfittingstobethrownontotheship'sdeck froma height.Check that sliding sockets and stacking cones areremovedfrom hatch covers before opening.When working in the vicinity of moving containers, never workwith your back towards a container or stand where a swingingcontainer could strike you.Never stand under a raised container.When workingon the top or sideof a container,use safeaccess equipment and neverclimb containers.:If working fromaladder,securetheladder properly andwear a safety harness. Attach the line from the harness toa secure point.:Take care climbing onto a lashing bridge.There could be looseitems ofequipmentthatcanfall orthe safetybarcould beacross the opening.:Tidy loose equipment that is lying on decks,hatch covers andcoamings.Theseare trip hazardsNever climb up the side of a stack of containers.Use an accesscradle
7 The decks, hatch covers and holds of a container ship can be extremely dangerous places to work. To avoid accidental injury, exercise care and follow these rules: • When working on deck, always wear high visibility clothing, safety shoes and a hard hat. • Never allow fittings to be thrown onto the ship’s deck from a height. • Check that sliding sockets and stacking cones are removed from hatch covers before opening. • When working in the vicinity of moving containers, never work with your back towards a container or stand where a swinging container could strike you. • Never stand under a raised container. • When working on the top or side of a container, use safe access equipment and never climb containers. • If working from a ladder, secure the ladder properly and wear a safety harness. Attach the line from the harness to a secure point. • Take care climbing onto a lashing bridge. There could be loose items of equipment that can fall or the safety bar could be across the opening. • Tidy loose equipment that is lying on decks, hatch covers and coamings. These are trip hazards. • Never climb up the side of a stack of containers. Use an access cradle. SAFE WORKING • Take care when fixing penguin hooks or lashing rods as these can slip and strike someone. • Close access gratings after passing through. They are there to protect you. Working With Containers
SHIPS ANDCONTAINERSA ship is only designated as a container ship when it is designedtrade.This means that hatch covers and container landing pointsexclusively for the carriage of containers. Other ship types thatare approved for the particular stack weight and the lashingsystem satisfies classification society design criteriacarry containers as part of a mixed cargo are often categorised as'suitableforthecarriageofcontainersinholdsxxx..Containers can be carried on many ship typescellular containerP&l clubs providecoverforthe carriageof containerson deck onlyships,con-bulkers,bulk carriers and general cargo ships.Thewhen the ship is especially designed,fitted or adapted for thefollowing is a brief description of the ships and theirfeatures.ShipTypesContainerShipsDesigned exclusivelyforthe carriage of containers.Containers inholds are secured by cellguides.Containersondeckaresecuredbyportablelashingcomponents,oftenrodsandtwistlocks.ContainerShips-HatchcoverlessDesigned exclusively for the carriage of containers.Nohatchcovers.?Bridge may be located fully forward to provide protection.Ifthebridgeisnotsitedforward,itiscommonfortheforwardtwoorthreeholdstobefited with hatch covers,especially if dangerous goods are to be carried.All containersaresecured incellguides
8 A ship is only designated as a container ship when it is designed exclusively for the carriage of containers. Other ship types that carry containers as part of a mixed cargo are often categorised as ‘suitable for the carriage of containers in holds xxxx,.’. P&I clubs provide cover for the carriage of containers on deck only when the ship is especially designed, fitted or adapted for the trade. This means that hatch covers and container landing points are approved for the particular stack weight and the lashing system satisfies classification society design criteria. Containers can be carried on many ship types – cellular container ships, con-bulkers, bulk carriers and general cargo ships. The following is a brief description of the ships and their features. SHIPS AND CONTAINERS Container Ships • Designed exclusively for the carriage of containers. • Containers in holds are secured by cell guides. • Containers on deck are secured by portable lashing components, often rods and twistlocks. Container Ships – Hatchcoverless • Designed exclusively for the carriage of containers. • No hatch covers. • Bridge may be located fully forward to provide protection. • If the bridge is not sited forward, it is common for the forward two or three holds to be fitted with hatch covers, especially if dangerous goods are to be carried. • All containers are secured in cell guides. Ship Types