Securing Cargoes

 

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Lashing Code and Cargo Securing Manual

Code of Safe Practice for Cargo Stowage and Securing (the CSS Code)

Proper stowage and securing is very important for the safety of life and ship. Failure of lashing is more with deck cargoes because they are open to high wind, heavy seas, rain, snow and ice, and also the additional stresses due to velocity and acceleration. 

Purpose

The purpose of the CSS Code is to provide an international standard to promote the safe stowage and securing of cargoes by:

• Drawing the attention of shipowners and operators to the need to ensure that the ship is suitable for its intended purpose.
• Providing advice to ensure that the ship is equipped with proper cargo securing means.
• Providing general advice concerning the proper stowage and securing of cargoes to minimize the risks to the ship and personnel.
• Providing specific advice on those cargoes which are known to create difficulties and hazards with regard to their stowage and securing.
• Advising on actions which may be taken in heavy sea conditions.
• Advising on actions which may be taken to remedy the effects of cargo shifting.

In providing such advice, it should be borne in mind that the master is responsible for the safe conduct of the voyage and the safety of the ship, it's crew and cargo.

General Principles

All cargoes should be stowed and secured in such a way that the ship and persons on board are not put at risk.

The safe stowage and securing of cargoes depend on proper planning, execution and supervision.

Personnel commissioned to tasks of cargo stowage and securing should be properly qualified and experienced.

Personnel planning and supervising the stowage and securing of cargo should have a sound practical knowledge of the application and content of the Cargo Securing Manual.

In all cases, improper stowage and securing of cargo will be potentially hazardous to the securing of other cargoes and to the ship itself.

Decisions taken for measures of stowage and securing cargo should be based on the most severe weather conditions which may be expected for the intended voyage.

Ship-handling decisions taken by the master, especially in bad weather conditions, should take into account the type and stowage position of the cargo and the securing arrangements.

The Code of Safe Practice for Cargo Stowage and Securing (the CSS Code) gives guidelines on the following:

• Principles of safe stowage and securing of cargoes
• Standardized stowage and securing systems
• Semi - standardized stowage and securing
• Non - standardized stowage and securing
• Actions which may be taken in heavy weather
• Actions which may be taken once the cargo has shifted
• Safe stowage and securing of containers on deck of ships which are not specially designed and fitted for the purpose of carrying containers
• Safe stowage and securing of portable tanks
• Safe stowage and securing of portable receptacles
• Safe stowage and securing of wheel based (rolling) cargoes
• Safe stowage and securing of heavy cargo items such as locomotives, transformers, etc.
• Safe stowage and securing of coiled sheet steel
• Safe stowage and securing of heavy metal products
• Safe stowage and securing of anchor chains
• Safe stowage and securing of metal scrap in bulk
• Safe stowage and securing of flexible intermediate bulk containers
• General guidelines for the under-deck stowage of logs
• Safe stowage and securing of unit loads
• Methods to assess the efficiency of securing arrangements for non-standardized cargo
• Guidance on providing safe working conditions for securing of containers on deck.

CARGO SECURING MANUAL (CSM)

In order to deal with the problems and hazards arising from improper stowage and securing of certain cargoes on ships, the International Maritime Organization (IMO) has issued guidelines on the Preparation of The Cargo Securing Manual.

Revised Guidelines for The Preparation of The Cargo Securing Manual (MSC.1/Circ.1353/Rev.1 dated 15 December 2014)

As per SOLAS Regulations VI/5 and VII/6, from 1 January 1998, it is a mandatory regulation for all vessels, other than exempted vessels such as dedicated bulk solid, bulk liquid and gas carrying vessels, to have onboard an approved and up-to-date cargo securing manual. Cargo units and cargo transport units have to be loaded, stowed and secured throughout the voyage in accordance with the Cargo Securing Manual (CSM) approved by the administration and drawn up to a standard at least equivalent to the guidelines developed by the International Maritime Organization (IMO).

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

The CSM and equipment is included in the Port State control inspection. Any violation may lead to detention of vessel.

Master and ship’s officers are expected to have a thorough working knowledge of both the Code of Safe Practice for Cargo Stowage and Securing (the CSS Code) and the CSM. 

The IMO has given guidelines to ensure that CSMs cover all relevant aspects of cargo stowage and securing and to provide a uniform approach to the preparation of CSMs, their layout and content.

Securing devices are expected to meet acceptable functional and strength criteria applicable to the ship and its cargo. 

The officers on board are expected to be aware of the magnitude and direction of the forces involved and the correct application and limitations of the cargo securing devices. The personnel employed for the securing of cargoes should be instructed the correct application and use of the cargo securing devices. 

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

The cargo securing devices mentioned in this manual should be applied so as to be suitable and adapted to the quantity, type of packaging and physical properties of the cargo to be carried.

The CSM should be developed, in line with the recommendations given in the Guidelines, and should be in the working language or languages of the ship. If the language or languages used is not English, French or Spanish, a translation into one of these languages should be included.

The manual should have the following chapters:

• GENERAL - deals with the definitions and general information
• SECURING DEVICES AND ARRANGEMENTS - deals with the guidelines for the specification for fixed cargo securing devices, specification for portable cargo securing devices, inspection and maintenance schemes. 
• STOWAGE AND SECURING OF NON-STANDARDIZED AND SEMI-STANDARDIZED CARGO - deals with the guidelines for handling and safety instructions, evaluation of forces acting on cargo units, application of portable securing devices on various cargo units, vehicles and stowage blocks, supplementary requirements for ro-ro ships and bulk carriers.
• STOWAGE AND SECURING OF CONTAINERS AND OTHER STANDARDIZED CARGO - deals with the guidelines for handling and safety instructions, stowage and securing instructions, other allowable stowage patterns, forces acting on cargo units. 
• CARGO SAFE ACCESS PLAN (CSAP) - Ships which are specifically designed and fitted for the purpose of carrying containers should be provided with a Cargo Safe Access Plan (CSAP) in order to demonstrate that personnel will have safe access for container securing operations. This plan should detail arrangements necessary for the conducting of cargo stowage and securing in a safe manner.

It should include the following for all areas to be worked by personnel:

1. Hand rails
2. Platforms
3. Walkways
4. Ladders
5. Access covers
6. Location of equipment storage facilities
7. Lighting fixtures
8. Container alignment on hatch covers and pedestals
9. Fittings for specialized containers, such as reefer plugs/receptacles
10. First aid stations and emergency access/egress
11. Gangways
12. Any other arrangements necessary for the provision of safe access

The graphic illustrates a ship’s motion at sea and its impact on cargo.

The securing gear used must be tested and certified prior to use. During the voyage, cargo securing needs to be inspected regularly and re-tightened as it tends to loosen. A prudent ship operator keeps a log of all cargo inspections throughout the voyage and notes the weather conditions at the time of inspection and any actions taken.

Methods of Blocking

Blocking

It is a method of connecting solid wood pieces from deck, deckhead or bulkhead, leaning on to the cargo, so as to hold the cargo in its stowed place, during the movements of the ship. Nails are used to hold them in place.

Bracing

Bracing is method to strengthen the blocking by supporting it in the horizontal direction. Solid wood pieces are placed from deck, deckhead or bulkhead on to blocking.

Importance of Blocking, and Bracing in Multimodal Transport

It is very common, to come across situations where damage to multimodal containerized cargo is attributed to poor stuffing or poor securing of the cargo in the container. Surveys of transport practice have revealed that almost seventy percent of all packed containers, swap-bodies, road and rail vehicles or other cargo transport units, reveal shortcomings in packing and load securing which could result in damage. 

Cargo placed in containers must be secured to withstand the most stringent transportation modes to which it will be subjected during multimodal shipment. Containerized cargo and equipment can be moved through anyone or any combination of highway, rail, and ocean modes. Therefore, it must be secured to withstand the most severe load conditions to which it will be exposed.

Methods of Lashing

General cargo such as steel fabricated items of projects, wooden cases and skids, are lashed with a combination of wire ropes, turnbuckles and clamps , steel clips, nylon belts and chains as per the requirement and stowage of cargo. The Cargo Securing Manual (CSM) of the particular ship provides the methods and guidance.  

Cargoes are loaded into a ship when the ship floats steadily in water. A ship experiences external force when it is sailed out to sea and this external force results in six forms of motions that act on the ship. These movements or motions threaten a ship and it is especially for the ships that requires cargo lashing. The ship should be secured on the open deck.

If the cargo is not packed securely, damages may occur due to the behavior of wind and sea. This leads to the damage of cargo in the vicinity or it may even throw the cargo overboard. Improper lashing of cargo and discharge of damaged stowage on ships results in the destruction of property, life and environment.

To avoid these problems, the responsible personnel should be employed in the ship to plan and maintain safe transportation of cargo, which is obtained by proper cargo lashing and securing.

Lashing is a process to make a parcel of cargo firmly attached to the loaded place during the passage, taking into account of the forces those may encountered by the cargo and the vessel under all conditions expected during the intended voyage. The method of lashing varies with the type of cargo, its shape, weight and location. The method of lashing various cargo and the calculations involved are explained in details in the 'Code of Safe Practice for Cargo Stowage and Securing (CSS)'. Safe stowage and securing is categorized and explained in the following Annexes and Appendices:

Annex 1- Safe stowage and securing of containers on deck of ships which are not specially designed and fitted for the purpose of carrying containers

Annex 2- Safe stowage and securing of portable tanks

Annex 3- Safe stowage and securing of portable receptacles

Annex 4- Safe stowage and securing of wheel-based (rolling) cargoes

Annex 5- Safe stowage and securing of heavy cargo items such as locomotives, transformers, etc.

Annex 6- Safe stowage and securing of coiled sheet steel

Annex 7- Safe stowage and securing of heavy metal products

Annex 8- Safe stowage and securing of anchor chains

Annex 9- Safe stowage and securing of metal scrap in bulk

Annex 10- Safe stowage and securing of flexible intermediate bulk containers

Annex 11- General guidelines for the under-deck stowage of logs

Annex 12- Safe stowage and securing of unit loads

Annex 13- Methods to assess the efficiency of securing arrangements for non-standardized cargo.

Annex 14 - Guidance on providing safe working conditions for securing of containers on deck.

Appendix 1 - Resolution A.489(XII) – Safe stowage and securing of cargo units and other entities in ships other than cellular container ships.

Appendix 2 - Revised guidelines for the preparation of the Cargo Securing Manual.

Appendix 3 - Resolution A.533(13) – Elements to be taken into account when considering the safe stowage and securing of cargo units and vehicles in ships.

Appendix 4 - Resolution A.581(14) – Guidelines for securing arrangements for the transport of road vehicles on RO-RO ships.

Appendix 5 - Resolution A.864(20) – Recommendations for entering enclosed spaces aboard ships.

Methods of Shoring and Tomming Cargo

Shoring is a method of preventing the sideways movement of cargo from a side. Shoring is also used to prevent the downward movement of cargo by supporting from the bottom.

Tomming is also similar to shoring to prevent the sideways movement of cargo from a side. Tomming can be used to prevent the upward movement of the cargo.

Methods of Securing Heavy Loads, Vehicles and Trailers

Heavy lift cargoes require specialized cargo-handling equipment fitted on the ship. The ship needs to be constructed with extra strength with regard to its structure in hold floors, hatch covers, and decks. Multipurpose ships and specialized trucks, trailers, and rail wagons are specially designed to carry heavy cargo units.

Different cargoes have different handling, stowage, and securing criteria. Project cargoes and heavy lift cargoes have specific requirements due to the inherent nature of the cargoes. 

Methods of securing heavy loads

As per the Code of Safe Practice for Cargo Stowage and Securing (the CSS Code), the following guidelines should be taken into account while securing of heavy cargo items such as locomotives, transformers, etc.

Securing against sliding and tipping

Timber should be used between the stowage surface and the bottom of the unit in order to increase friction if it is not on wooden cradles or on rubber tyres or with similar bottom material having a high coefficient of friction.

Devices used for lashing should be able to prevent the cargo from sliding and tipping.

Optimum lashing angle to prevent sliding is considered as  and that against tipping is considered to be between  and 

If, because of some restrictions, lashings can be only set at large angles, sliding must be prevented by timber shoring, welded fittings or other appropriate means. 

Securing against heavy seas on deck

All efforts should be made to secure heavy cargo items and their supports to withstand the impact of the heavy seas, special means of securing may have to be made.

Attachment of lashings to heavy cargo items

Heavy cargoes normally come with securing points to attach lashings. These securing points should be of adequate strength and clearly marked. It should be borne in mind that securing points on heavy cargoes are designed for road or rail transport, therefore they are to be confirmed by the shipper if they are suitable for securing the cargo on board the ship before using them.

For units without securing points, lashings should pass around the item, or a rigid part thereof, and both ends of the lashing should be secured to the same side of the unit.

Selection and usage of securing devices

Strength of each component of the securing devices should be equal.

Connecting elements and tightening devices should be used in the correct way.

Reduction of the strength of the lashings during the voyage through corrosion, fatigue or mechanical deterioration should be taken into account and be compensated by using stronger securing material.

Care should be taken while using wire, grips and clips

Using securing devices of different strength to be avoided

Methods of Securing Vehicles and Trailers

As per the CSS Code, the following guidelines should be taken into account while securing vehicles and trailers:

• The area for stowage should be clean, dry and free of oil and grease
• There should be enough clearly marked securing points or equivalent methods
• If securing points are not available, alternate lashing arrangement should be marked
• The lashing material should have the strength and elongation of that of steel wire or chain
• If required soft board or rubber mat may be used under the wheels to increase friction
• The brake should not disengage once set in the stowage position.

Where possible, wheel-based cargoes, carried as part cargo, should be stowed close to the ship's side or in stowage positions which are provided with sufficient securing points of sufficient strength, or be block stowed from side to side of the cargo space.

To prevent any lateral shifting of wheel-based cargoes not provided with adequate securing points, such cargoes should, where practicable, be stowed close to the ship's side and close to each other, or be blocked off by other suitable cargo units such as loaded containers, etc.

The wheel based cargoes are generally stowed in the fore and aft direction. Additional lashing are to be provided if they are stowed in the, athwart direction.

• Wheels should be blocked
• Cargoes including any movable parts, stowed in the wheel based unit should be secured to the platform. 

Heavy lift cargoes are often part of an overall project such as building or bridge construction, a mining project, power plant, or refinery. Project cargo refers to all of the components, large or small that makes up a particular project and are often shipped together. Project components are not readily available and are usually made to order, with long lead times for procurement. A large multimillion dollar project requires an engineering procurement and construction (EPC) company to manage the project from beginning to end. As the name suggests, the EPC undertakes the planning, global sourcing, shipment, and delivery of the components to the project site so that construction may be completed on schedule.

Project cargo handling is a specialized undertaking due to the oversized nature of cargo, complex handling involved, transportation and often inaccessibility of the project site. Setting up a project involves extensive planning and coordination with different stakeholders and service providers.

 

Due to the large amounts of money involved and the negative consequences of any delay in the execution of the project, EPC companies require a high degree of expertise and investment on the part of carriers and forwarders that they partner with. Only those carriers that have modern ships capable of handling a variety of project cargoes, including heavy lifts, and employ crews with specialized knowledge and experience can be expected to receive the support of EPC companies on a consistent basis.

The graphic describes the requirements for different types of project cargo and heavy cargo units

The case study illustrates a scenario of project shipment.