CAUTIO:"

ru e Sl 'GG Es'rJ O:'\S axn ADVICE crvtx I ~ T illS BOOK

RELATE SOLELY A:"iD

O~ U'

TO TilE 1.A5I1l' G A-'D

SECeRI;\IG or C A RGO ON W AT ERBO R,'\'t: TRA:'\ SPORT.

Til E coxrtxrs OF 'nus HOOK SII O L'Ll) x01' BE AI' I' UED
TO ANY H)R \ I OF I.IFT I:\ G EQ t.: lI'.\ IL'T, CRA:\ FS , II01S1'5 ,
su.xGS, AND 11IE LIKE , WHERE :\.IlT Ii ' lORE STR I:"OGF...' T
SAFET Y Rt.:LE'..'" A:'\D ST ATU TO R Y REGULATIONS APPLY.

1'11<, correct wuy '" apply hulld,,/: -/{ril'_" 10 mak,' .wji ,'y<'s (IU> Ihimhl/'s) ji,r <"</rK" I,nhill il
p urp(JUJ. (J"/_~: how.1 IV-hurs) oll l h,' bad or .'tUlie <'lid. ,'OOdl<'1 (hridg<"tj ,," Ih<, '..,rki"g
part of III<' wi re, 0<1 <,nd whipJ't'd ,II laf",d hefille mflin/{. t. oosr /'11<1 Iup"d 10 IIY"king
pan of w;re. Gr/pJ about 6 \l'ire Jit",II'IU:l anan. ,hm i:l. 96mm (rou ghf.}' ).)<.) fi ll U
16mlll d;umel'" \l'ill'. (For lijiilli: pllrl',,-,n. a millimum of6 gr;p., ml'-l/ hr l<.II'd.)

Tlli:l is <11.1" a(1'O'pl<lhl<- ji" -" if! rl''''. Grip.1 .."rr"<"lly 1'0"ilioll<'<1 und pl<l<"/'<1 ,~I>"'<I
6 wir/' diuIII,'!/'fJ opan. III<J! is. lOS",m (rough'" ';!4 .) for an 18"'m <lil/melCl wi rr.
(Aguin. fill Ilftilig p"'p"W:l , u minimllm '!1'6 grip., "'1>.111>, 1/_,,'<1.)

Plait 1

AC K~O\'t'LE DGE~ IE1'iTS

To The
SKon d Edi lioo

In 19115 !he NlIUl icai Inr.tIlUle pub lished the fin l edil ion ot ' I~ ing and Securinc of Deck
Cugoe, ' n I monogrlph illlended 10 provide seame n. tin en. and \.lIn:~yofi .... i!h practical.
gencrl.l and workable gu idelinc, for lkl.ling wi!h III evel)'dl y nur ine problem. So fu 011 iI. weill
tile monograph hn proved useful and 1oXepl<lb1c. btll !here have been a number of pre~,ing
rcqoer.t t 10 bri ng the In l and advice' in line wi!h recent rcconvncndatioos and Codet of
Pr"1i~ . and 10 C ~l<:nd iI' scope 10 co ver wmc specul c ilcm, of dec k CMgO , uch as co nu incrt.
Il~kaccd umber , and vchicle l on ro-ro VCSle lt , for Instance . Th is hat turned I few handy pages
into somelhin g bord eri ng on .. l mall book . Nc.'e rthelcn , evcl)' effort hn becn made IU keep
thinp COI11 [la<.:t and easuy accesslble to uie reader.
~i y

IC knowledgemcnls are offered willi !hanks 10 !he fol lowing :-

Julian Parker , Secretary, 1llc r-ilulicl i inslilule , for hi, lUJIIlO" and enlhusil, m for !his second
edition
Thom.u Moller P & I , o f London , 'l.l atUl,cn ' Agent' for 'The l 'niled Kingdo m MUlul.l Stearn
Ship Al1oci.tlion (fJcnnudal 1..00.. for perminioo 10 IISC my culi Ulic lc' on COI'Ulnen IIld
liml>cf" oed C. r:OC I .aoppc:uing orir:ilUlty in 'Cuefu lly 10 CMl)" , and fOl'" perminion 10 11K my
1alc1l lestbed Tewlts on bIl11dor: -gr;p lermirul iolu ...flich they r,rw>lXd

The SonIl of Englllld f>roIc.;ting '" IllIk mnil)' Anocialion LJd o f Scwcasllc , for permission
lO IlSC m.llcr il l mued IOCCthel from my ear lier V1iclc' reilling 10 hatch ccverv IIld 10 conta'ncrs
cMTicd in n<1I1 -pIlrpoSC buill .'C',.el,
Uridon

~ <lfJCli

Aberd ~n ,

Ltd (former ly Hrifiah Ropes) of Doncaster , and the H.E,R. Gn.lIlP l.td. of
for extracts from llicir Iibre rope and wire rope dala ,

Couhro '" Scruuon Ild , (Secur ing lli vi,i oo ). and Imcr nalional La, hing Systerns , for !he contai"" r
~cll rioc cnrnponent line drawin" .
Dr. C . Corden. !he Hcallh '" Safely f. ~CCllliv~ Rc~arch Laboratoriet , at repo ned by !he Uft inll
Equipmem f oc inccn Auoc ial ion, of Hi~lI"p' t SI<lf1f",d , in thei r L.E. E.A. Bullclin. lkcember

'''''
Dcpanmenl of T rlllspor1 Co&:: of Pr..'1icc SafMy of t o ad. On Vehicles : H."l SO
some o f Ihei r .'el)' cle.ar drawings .

1 ~S4 .

S...cd i~ TIImPO'1 R e~arch Commn oon. Repon 19S6 6E - Stcur ing Good s On SemiTrailer : AUl ust 1986. for some of their u cclkm ..-chicle ~kelchcs and tUI

'"

for

Brian Gi lben for lurnina: my o ria: iru.1skelche s of ..... ire rope IbuJlOOg-gr ip con figura1ions true neal
computer-a:enerated dra.....ina:s.
Chris McA rt.hur _ for assiSl ina: ... Ith some of the free -twld sUtchC's in Ch"J'ICr I .
At Brookes . Bell &. Co : the P1ncrs for CXl-lflOIUOl"ina: the 'M)l"k of producing the booll.; Char les
BIu..1r. for SO ~I y OISsistina: ...iIt\ the most recent test -bed procedures ; Peter McC lclbnd for his
knl:rw1cda:~1c input 10 Chapter S on cumin-sided trai lers ; Elizabeth Uoyd for typinC !he
malllu cripc liIrough Kveral dr afts and formMli"i the final veniort for the publishers; and 10 all
my eo lleaeues in the firm for pu llina: up with me as this book finally 101: Iwnmered into shape .
For any erron . o missions or shoncomings , the autho r takes full responsibi lily .

The Mcrchanl Sh ipping (Loild Line) Rules 1968 : HM SO .

1lle Merchanl Shipping (Lo ad Line ) (Deck CarlO) Rel ul;at ions 1968 : HMSO ,
~anment

of T ran sport . Merchanl Shipping Notice ";o .M 349, Ju ly 1978 .

lkpartment of T ransport . Merchant Shipp ing :-<OI:lce ";o . M.1167. March 1985 .
BS

son : Hr itish Slmdards InSl ,1u1 ion

19112

Dcpanmcnt of Transport. Merch anl Shipping :-<Ol: ice ";0.M. 1279 . June 1987.
Ocpanment o f Transport . Merch ant Shipping Notice No .M. I346 . Autust 1988 ,
Department o f Transport . Merdtanl Shippi n&: Nolice S O.M ,1469 . October 199 1.
Code of Pr act ice :

Roll ~n IRoll o ff

SlIips - SIO...'age and Sec uri ng of Vellicles : HMSO

Code of Safe Pra ctice for Ships Carry ing T imbe r Deck Caranes : JMO 199 1.
lnte mauo nal Ccnveonon f o r Safe Contai ners : IMQ 199 2.
Code of Safe Pracnce for Cargo S10waec and Secu rinl : IMO 199 2.

I ~I .

W REWORD

It is eu oellfi.1.llllat deck cargo is properl) md effectively

Knoo relb how .

la~

md secured . This book by John

The lin-t ed ition ...,n publ i~ as a II'lClf"IOI raph by 1be ~autiul lnSl ilUte in 19GJ , and inc:ludl:d
the bal ics in respect of lubing and 5ecuring. Th is new book lias been a long time in preparalion.
001 it i, my view aU the W()rk bas bun ""I'lrth it! All a~pccu o f the subject are co vered, from
!he type' o f materials . equ ipment , and fIllings ...bicll can be llse<! var iously for the socuring of
drums , tllm ugll crlntair.er, and timbe r , to large heavyhft items, to thc calc ulations whic h are
involved. There is even an addendum of conve rs ion factors. TIle tel t includes a mixture of good
seamanship pract ice . extracts fro m relevant 1 ~I O Codes of Pract ice and Ie, islalion, w ith
uperiencoe which Jolin has '.lined during man) ye ars of work over:ling the prope r securi ng of
at the beginnin, of voyages, putting it fig lll when things have go ne slightly wrong . and
investigaling d i~ters after thoey have happe ned .

=,ne.'

mathe1T13l i~ and ~icli . and a ~ring of

physic" is very imporunl if lIeCUring arr angemcnlli are to be se't up rorrectly and efflcierllly; thi~
publi=ation takes Ihoe rudeT carefully through all the talcu talions. ... itb diagrmls ...here necessary .
Sud! a'l'C'cu as ship Slability and roll period are also co vered . and how they affect Ihoe ves-el.
her motio n. and . of cou rse, lIle cargo wh ich is Slo....-ed on deck , To be ll' with tbe unden;tand ing
of tbe subject are many very detailed diagr ams and sketches and numerous photographs ",,,,jeh
show bow not to do it. as well a, how lashing and securing should be do ne.

The undcn u ndiog o f a ,;oeruin amount of

Dills of lading covcring item, of cargo which are carried nn dec l are usua lly cleused "at
shippers' r ill , Th is. o f cour se, doe s not mean that the master o f the ves..:1need IIOl: see to it
that the items involved are prope rly stuwed and ",cured . bearing in mind the intended voyage.
and lept so througllout lIlat voyage to Ik"ttination. On the contrary , thoe master must care fully
carry tb~ cargo. Thi s book is mo re Ihorough and all--eooomp;lu ing Uw1 an y o ther work on Ihoe
wbje ct. and will become. I am sure. essel1liaJ readi ng for all thosoe involved muteu of ded
earg ocarrying "essels, ar>d those ashore. inc luding loh;pov.ncn . ~ri ng cont r;&..,o u . ste"edores.
and sun eyon. and . 001 to forget. marine Iawyen.
'Cost' is always on the mind of lohi~rs and sllipowners alike. If done properly and effectively ,
lashing and securing of de ct cargo need 00l be elwrtionale , Th ings o nly become expensiv e
wilen llle wnrk i, Tl(l( done co rrect ly and things go "'To ng ports of reruge can COSI a Inl '
Having worked with John Knorr fo r a num ber of ye ars, and havin g learned a gre at deal fro m
arm, it gives me great pleas ure to write the fo rewo rd 10 this book, ...'hich wi ll, I hope, in the long
term, provide the shi ppinll industry ... ilh tbe necessary information 10 reduce uie r il t of a Illift
or Inss of dec k: car go . and the reb y red uce claims ,

Charles "I iaull Ucrpool , April 1m

"

COl'TENfS
Frontispiece - Co lour Plale A Soft Eyes in W ire Ropes Correctl y Made Up

Chaptn I - IlKk CarC<WS WntoraI

\Iollat is a dec k ur, o?
C auscs of Ioslots
Ge neral ,uidelines
Co -efficient! of fr iclion
Dunnag e - spread the load
Ro lling pe riod,
EU U tI"ated Roll Angk s
Sp;>Iial moveme nt, of a \h ip
Mule-of-lhu mb for Wltin, strength
Angut. aspeas
Table 1 - Ush,nt antles for .5 1,1, lOnne hold,"" JIO'O'"tl"
Sea
and
"'a"e,
Beaufort ... ind scale

"'lIve,

,_II

I
I

,
4

8
12

""
17

zo

""
as

Wire, sizes and slrengths

Slrelch perma nel1l and elastic non-permane nt
User adv ice
Chai", - sizes and strengths
Webbi ng s1inc '! and Whin..'!

"

' op<

34

Ha...scr -Wd J. W and fibre rope'! - breu loar.ls

Rreu -Io.ads lot" IN'Cf ropes
Ro....~in' and fuWinC
Knob - weakenin.. of fibre ropes
Composites
Shackles
u on je-scre...s 1100 lurnbuc kles
l're len sion
Pr ime rules for usin!! turn buckle s
Sea faslen ing. and cr ibbag ing
Preca utions ....n en we ld inr.
Colour P1;1leS 8 . C. 0 and E

27
30
J2

"

J6
37
37
J8
39

......
41

41

"

Eyes - Splices and grips

BOld ly made-up w ft eyes
Co nliaurllions Ieued
Rulldor;r;rip tamil\;ll[ions
Eu mp lel - ulC\lI~ions
Commenl: on body ~iniS
hem u ov-al d ~
Tab les 9 . 10 and II Ho ldmr; JlO"''('u
D-ri na' . Wh inl lug ~ . pOld-cyes. etc.
Wekh and _ Ill ~l ren ~lh
Fire and uplo~io n harard ~
l'1a'l icco~ered wire - the dangers

("h" l' h' r 4 Timh.. r

n,...k

Lo,_

t.an~

71
73

76

8J
8J

( prl......

Cooks of Pract ice

T!Ie practical lIJIP lical ion,
Type of limbe r cargo
Timbe r l .nad Lines
Prtm. urenglh and lending o f lalohings
~ ighl of car-go llbovt: .. e.ilhcr -dcd Ie,-.:I
Ht:ilht of cargo d \Ub ih,y con,ido;:' allOll'
Carefully 10 carry
~ e,;J,'lIres 10 jeui50ll car go
SoundlAi PIPes. a ll pi pes . and , -.:nlilllion
(J,lls of 1000 ing
Top , ide l>alla..l

"' I
"se
"n

va lves

Co lour I'l ale ~ F. G. H and I

Cha pl..r 5 V..hid"" "n 1t" K,, V...., ,L,

Vehicle definition,
SlIilability for tran~port by loCa
DIfferent loath on ' chicle,
Cun;li nsided loCmi ln.ilen
()ec ~ IUring poinl~
LaIohing "'aJ1~ emenlS
U>.tIinl cham
Hc lpflll rec:ommo:ndal.ions
CliICl.ll.al.ion, for l ippingl,lidlAr; forces
Compar iK>Tls ....i th the J -limes ru le

,j

as
se

""
""

119
91

96
97

""
"
101
103

11>1
103
10'

1119
III
113
II '
II '

(1Jol'lfT

(j -

ISO

Cootain~n

00

;'I;....I -ru rl~ ...~

Built Shi llS

I'reil ht containers
Container comflOnent ~
Ty pe~ o r containers
Securing COntainello - general
Cont3iner~ as dec k cargo
Dunnal ing
Stresses on halch covers
Irnpor1.m1 guideline!
Securing components
FOOl lu llings
f OOl chocking
Wedge-chocks and ~crcw-brid,c fi uings
Twin-stack - dlllUUge and lashings
Rad IIIrin; Nn n;ement.
Other cc mainers
Stowing arid SoCCUr ing drum~
Heal/)' unit~ Wilhoul la1hing-lugs
Secure nmte r chocking
Packing ISO containers
Direetional movemem o r cargo
Accek ration effects
Suitable eOlll3iners

II'
119

u1

123
124

us

126
126
127
1]0

\lI
132
133

13'
13>
I3S
136

137
138

138
133
l' 1

Ch aptrr 7 I..., hing C""b

Lashing wire
Riu inl -SCU\l>'!
Rul1dol -grips
Shackk s

1"
1"

1....

1"

1"

Tim~r

I.

,.
3

Conversion h cwn .

136

Ellraet from L. E.E,A . H,,!Ielin r-;o 25. Ikccmller 199 1.

~avigalion

Bridge VisibiJily.

Notice So .M , 1167 - Coraairers In Ships Not Designed or

Mod ified For The Purpo ~ ; 1985.

1~6

160

I..ASIIlSG A:'\U SEClHW, G OF DECK CARGO ES

"bal Is ... I)rt:l. (:ar g o ~

1'lIe phrue "deck carg~$ " refer$ lo itcrm and /or commoditic:$ CTic:d on lhc wc.. hct -dcd
and/or hau:h covers of a ship and !he,eon e aposed 10 w n, wind, rain, snow. icc and sea. WI
til... !he packaging mu!>! be fully reSill anl 10, Of 1hc commod ilic:1 thernsc l\'C1 not be dcnalurcd
by, l uch eaposure . The iJllCmion is 10 rClain 1hc cargo on ded and to deliver it in sound
st;>I 10 me port of destination. ll~ml of dec k cargo arc not aulOmalically at "\hil'pe'" r i.k ,
and respon ~ib ilil y fo' load ing, Ilowing and secur ing . and any lubrequenl damage or loss
whi eb may ari -e docs 110\ aUlom,nically Ii<" w'ith I IICf! Ihil' pers . Where damage and Ion
occur cargo shil'pt..'d on deck at anyollo:'s r isk. and expense, lbe enpowncrs. tbe masler and
hi, tlffk ers, and the chartere rs, mUSI he in a posmonto demomtrate there was no I~ gligcnce
or l;\C k of due diligence on the fr pan

"l

Dt:ck cargOCI, because of lheir w ry joc anon and me means by ...hich l ~y arc secured , will
be lu bjcl1ed lO velocily and acc.:"", alion s!res,,",s grealer , in moil insl;mces, lhan carl O
stu-' below d<:ch _ Mure often than not , Uk:r is no '\he ll plJl inl . fram ing or bull head 10
stow ae.ainsl and secure 10. and isolJled Sl rul1UrS may of fer lillie protel1ion against lhc force
o f ...n e s shipped over deds and h;JIchcs . Even in ro.rc velie Is. rn;my aren above ee actual
' Hold' space u n reJ.'Ol\ably be oo.,.ide,ed as on decl e .en Ihoue.h not fully u posed to lhc
onslaughl o f wind and sc:e, l hc oombin..'ICI enecrs of wind , Ie:. and s...-e ll can be d ,ustroos
When two or more ...-ave for ms :cdd up :elgd>r:eic:elly a high w ave p!"eceded by a <kqJ lloogh
may occw: lh is may be referred 10 a, an "episodic ...-ave": a random large wave . noticeably
of grater heighllhan its p, ecu rson or SllCce~wrS - wh ich OCC'llU when one or more ....ave
Il:e,"~ f:cll into phase ....ilh another 10 thai a "" a'-e, or ....awes . of Iar&e ampli, ude I~/are
prod uced &i.' in& nse 10 sudden ~lecp and ~ ioknl rolling and/or pilching of lhe ship The\C
are 1"'I't'13rly and incor rect ly rekrr~d 10 a, "freal " wawes, lhey are nol "freal", Im...e ver,
because lhey C3n, and do , occ ur anywhere at any lillie in lhe open sea Tile ri, k rs
widc.pread and prevatenr. The stowage. lashing and secur ing, or cargoes lher efore require
sp" cial attention as 10 method ,md " I detail if unnecessary nsk s arc 10 be avoided ,

The ["lc'lI la' i" n;,1 :\fari' inle O r~;lll i ,al i"l1 EIMO l l'Uh1i, hc. a range Ill' rele vant CtlnWC n l~ "" and
Codes of Safe Pracrke : lhe Swedi_,h Trans", "1 Research Cllmm i ~s ion pulT li~~ s exceljenr
, u idel i ne ~ fOf ,1>,: ,,",cu ring of good . on ..emi-Ira ilen ; and the l lniled Kingdom [kpart mc:nl
of T r:en, port pro vides ru les and recommend31 ions for secur ing gene ral ilem, of deck cargo,
as ....e ll as speci fic reoom"""ooJl i"ns as to lhe S\owage:eoo securing of containers, t imber , and
vehicles on ro-rc v~s.: ls _ In lOme in>tan;;es llIeh recom"""oo.llions and lhe general inlCnl
tIlerevf arc carried Ihrough from lhe Inler nationJJ L.o:cd U no: Rules. !he l>cp,artmcnt of
Tran<porI "Inst ructions lO Surveyors , 3nd lhe 1\ 10 Cocks of 5:efe Pracnce.
Cauu:'\ ( )( I..........,.
l lnfortoll.1lcly . there i\ a conlinuing incidence of 1hc collapse and /or Ims ov-erboard of oed
carlO ilem ~ . Recent losses have included large " eh i ele~ . , ail e:crs. cased machinery . stccl
pipel . , truCl ura l SI~I "'ll r l. p3ch g.,"Il liml>cr. freillhl Cllnt3incrs , h:u.:u-do us chemicals. toa s.

lau nches. etc . When in ~c5l iiated fu ll~ . the cau ses of wth Io~ses fall imo the follow ing
random cat<=goriel ...hleh are neither exhausuve ;u 10 numbe r no r mu1Ual1~ elCluliV<: in

cccarreece:I.

Severe .lIlhers.e "''Cm>er condil ionl .

4.

Ca n lirnitanc n pressures 10 the detrimenl of kl"lO'o"'n

5.

Insufficient li me and/o r personnel allowed 10 complete the neceHary work before the
vesset Iea~es pori.

6.

Dunnage not utilised in an effective manner.

7.

ll\.1dequ ate u ren, th . balance and/or number of 4-.h inli.

II .

Wire auxlunel'll eyei and loop s macIe up ..mngl~. incloo, ng incornd methcds of
using bull<jce-Ir;pt..

9,

Ixk of u reng th ronlin.uily bet....e en !he

10.

Taking lash ing mareruts arou nd unprotected sharp edges.

II.

lnoorreci/unbalanced uo....'age and inadequate weighl distribuuo n.

12.

The oft -tirre s unso liciled

per~e rs il~

~ arious

sa fet~

requirements ,

SCClIrinl compcnems.

o f sho re-baled labou r " 'hen required 10do the job

properl~ _

13.

Securinc arnncerncru . boUI wpplied and approved . TlOI fu ll~ ulili:sed on the "oyage
under considerat ion . Thi l WI is part icubr l~ lrue of ISO fre ighl (ll)fUiners and
limber ureoes carried onlhe ,,'C aUloer -<l k. and of larle commercial vehicles cMJ'ie(l
in ro -rc V<:SSC li .

II is ,ignifi canlth at ~el)' hea~~, ungaml~ , and lOp- heavy itemi are adequately secu red and
amve safely al the discharge port .....hibt. on lhe other hand, ceometrically regular ilems
disappear o ~erboard wilh worrying frequency , The imenl of this chapler is 10 provide a few
him s which may prove helpful in reduc ing the overboard losses of de ck cargo items in
ceneral; later chaplers de al with specific carcoes such as packaged l imber . vehicles on ro om
vessels, and ISO ronlainen,. All imeresu mvolved in the laoJIing and Soel:IIring of dec k
urgoes should bear in mind that high expense in the pureha.se of la'>l1 ;ng materials is no
subu irute for a simp le design and a fe...' basic calC1l1aliom before Whine ope ration,
commence , Other than in ro- ro and pul'flOSoe-bu ih cceureer ope ralion, ..tlere sundardisation
of ee....- and r apid 1oad'"1 and rum-round li mes pose different problems . ship mulers should
be encouraged - on ro mplelion of Wh ine ope rations - 10 make notes of the lTllerials used .
10 produce a l'Cpl"es.ental;ve sket.:h of !he lashine S) ~tem . 10 ins;sl upo n being provided ...ith

phOIO&r3phs of the entire opcrauon. These , at lea,', will be of great assistance to Lhe "CHerS
irucrcst in the e>'cnL of related Iutu re lili&JLion .

Cnwral G uiMlints
II is intended thal this bookkt .. ill be fou nd UKful on an intcmalional bas is. and where
illlCnl<U ion.lI ,uidelines u i.t tt>cy " 'ill be rderred 10 . In $OffiC iMIan<,:e5. "",",'Cver. Ihc
cleareSiluidelincs may be fou nd In U, K . maritime codes and Ululations and. ..1ICTe Ihis il
Ihc c~. they are quoIed.
The !olerdw1l Shipping (LoJd Unes ) (De<: l C.ueo) Rel UI. ioru 1968 (United lI; in&dom
StJllIlory InW\l tnetll r-;0 . 1OS9 of 1968 ) ~ 011\ some: of the l enera] ideas to be follo....-ed ..ilen
ICCUrinl deck c3l"10<:~. Al ain, the liSi of requirements il noI e~h:wsli~ bul il provide ~ a
reali!>lic base from ....t1ich 10 work, and readl, inter a1 ia:"2,

I ~k

(I )

(2)

13)

I'-I
(5)

(6)

carg o ~hall be ~o d i>tribu led a nd ~10 ....d

as 10 a void e\ ('1',,;'e loa ding ha . in,lt r..ltar d t o the st re ngt h of t ile dk
~ n d int r gr al ~ u PV'lr, i n l: , Ir ul'l ur e of Ihe , hip;
"" 10 e", ur e lha l the ship " ill r el" i" a drquale , Ia bilil,. a l ~ ll , lagf'S of Ihe
"o) age ha \ ;II I: , egar d in ,' arl ind,.r lu la)
Ihe ver tical di,l r ibul ion uf Ih.. dk carl:";
(b)
" ;n d Illo",rnh "hieh m a~' n",,,,,,ll,- .... n pe",..d un Ih.. v", age;
10,, '><"1 '"~ "";I:hl in th .. , hip , in d udi nl: in partinllar IhO\t' du.. 10
lc)
Ih.. Olf\\ ulllpl iuo of fud and \ I.....n ; and
plMiht.. in{TC'a....... of .. righ l of Ih.. ship ..... deck ClI"go. indudinl: in
(d )
particu la r I h~ du.. 10 Ih.. "''''''''' plioo of " al .... a nd 10 il:inC:
ll< not 10 impair th
;u hm ight or .. aler Cieht inlt1:rity of an, part of Ih..
a p pl i:lrl~ , and," 10 ..n,u... Ih.. proper protrdion
, hi p or ;15 r;lIin ~
of ... nlilalon a nd ai r pi pn;
that ih hti lthl ,,1>0... Ih.. ded; or a n, ol her part of Ih.. ship on " hid> ;1
't;l.n d~ "ill .u" inl e-rru e- " ith Ih.. n:ni taliuo ur "ur kin: of Ih......ip :
Ihal ;1 "ill n," inle-r re-re .. ilh ur ul",lr u,1 ,,{Cf'<;S 10 Ih.. , hi p 's sl...., ing
ar r a ngt"'t'." , il1d" din~ t"mt",:ene,' st .... ring ar r a ng('lIIt"n"j
Ihal il " ill not in lt r rt"re "il h or obs tr ur t ~a r.. and efficit"nl access b, t he
cr ew 10 " r br t" ""ll lh eir qu arlt".... and lilly mach i" ..r y s pa.... "r ol h..r par t
of t h.. ship u\ rd in th .. "urking of l he , hip, and " ill not in par licul ar
" b, lrul'l an" 0lwnill t l:i.i nl: a<'l'n , lu lh ...... p,,, ilions nr ;111 1'('d. its bt"illil.
r r ad ily s....ur ed "ral herlil:h l . ~

Also, the o.: partmell1 of Tra nsport . "!crehan! Shippin, S OIiee x c ."1. 1167 .\ l.uch 198$, is
or interest, and relate In .talulury dUlies: -

- (7j The- \lffehanl S hippinlt tLoad Linn ) , 0 n J . Careo) Regu lal ions 1968
reLaI e 10 Ihe "" f...h'''ar
dk cargon and Ih.. pru. ...ion of sa f..
1ICCe'\.' for Ih.. {TC''' . r ai lu t ll u~,. Ih.. r eq utremn>ts "nMr th ......
Rt1:ulal ioa . ....nMn a n.:I>I I"'bl.. 10 pr lXTl'din g\ un dn- Ih .. .. t..n hanc
Sh ippin ~ (Load Lin....) ,'\ <1 1967.-

..

C ....(.JT"oe;rnts Of t"rictio n - M ~tal o n St<:el , Timber o n Steel - Uu n nal:r

If <1111 dec k cargo items could be struo:tunlly welded 10 !he "'..:atho:r -deck us in, co mpone nts
of accqxable wrngth this WO\Ild remove !he necessily to cons ider ~ffie ierllS of friction
bet ween tho: base of the cargo:and !he dl or dWllUj!:e on wh ich it restS . In rJI;U1y irnunoes ,
of course, sudt base securing mo:<mIfeS Me effected - urgo ...incho:s, larle Ilea,)' ma:lt illl'ry
cargo items , :and frrigh l COflI;lin"a are cases in poi.. - :and re inforce the pronc iple Ih.aI if <1111
mo"r melll of tho: careo r etan ve 10 e e deck of the ~ip can be rrwained it is more th3ll lilely
thal tho: cargo ...ill rem ain o n boar d dc~pite ","ere adverse _arner oond ition~ . Such is tho:
larg e ra ne e o f deck cargoes ""flich do not lend them", l ve~ 10 such securing. Ito_vcr , th ar
3Il app recialion of the sliding effect bring~ us naturally 10 co nsiderat io n of co-e fficient. of
fri ction .
The v,due for the coerflcient of fr icli" n between various metals and steel - ~ OI;<y be the
situation with some ilems is reco rded in numerous 1e1t ecco. and may be take n as ranging
from 0 .1 10 0 .3. for ou r purpose s. Co--eHicients o f frie-t ion Me nor mally e1 pren ed in rerm~
o f tho: IIalural u nCem of the angle 3l ""blch mo\emern be:fv,.'e.:n the tI/o'O S41r fxe ~ ..ill fir M
oecur in the absence o f vd oe it)' o r acceleration fa...,ors. As 0 ,I is !he naturOlllancem of 5.-r-.
and 0 .) is 16. mo,'emelll betl/o-a:n IWO unres.lricted rncuJ surf;JCCs C3I1 be u pectcd 10 occur
;II aneks between 5 and 16-. As litis anele is likely 10 occur ",,itIt fairl)" rap id freq <><:",' l'
whe n a ship is rolline in a seaway. means 10 increlse the fr ictiorW co --efficielll ha.'e
coo velliionally tale n the fo nn of timber dunnage. Co m -.:nt ion.llly. 0 .4 a l . 8"1 is sccepeed <15
the ~ fficiem of fr iction betwee n I ~teel deck and rubber ,'ehicle lyres; ",fli lsl 0.2 (11.3-)
is acce pted as lite cO~ ffic ie nl of frictio n between a veh id e lrail< frame and lite trestle (or
horse ) o n wh ich it re m .

-r-,

The va lues gi\'en for the co-efficie nt of fr ictio n bet,...ccn dry timber and d ry cet vary fro m
0 .3 (1 7") to 0.7 (35 ' ): but. prior 10 the f,rst ed ition. thcre appe ared 10 be no published data
relating 10 the ro- efrlcielU of fr iction between timber d unnage and the p<linted surface of st 1
dec ks o r sttlel hatch COycrs - v.flich wu not very sati sfactory ftom a dec k n0l/0 3ee c<lllculalion
poi nt o f vew . According ly. ""ith the kind cc-operaice of. and 4Iboard oee o f the ves.scls
belon&ing to. the l :OIIed Arab Shipp ine Compwy , eare fully eoeuou ed upl'rillll'nts we r e
C4llTied 0111 in L oerpcct under the author 's supervision , "The m3lCriai u'led was 9 - 1 3' 1 8ft
s.a...n pine deals . SOI!"Ir of wIlich had ear lier bee n allo",-cd to llo.x in ""'aler ; othe rs h4ld been
sto red in co vered conditions so <liS lO ron form to nomul IUT"IOs.pheric moisture conrem. 1lIe
el pcrimem s "'-cre carr ied o ut o n hinge-<lpc ning hyd raubc -powe red stee l M ac(ire~or hatct1
co w rs in clean paimed conditio n frre of any unusual roughness and/ or o bnrucuon.
The series of le .l ~ used dr y t imber o n d ry co vers; wel limbe r o n dry co ve<1 : d ry limher on
wet covers : and .lal ll)" . wettimber o n wet co vers , 111e lowcsr value - 0.51 (27") - occurr~d
with wet tim ber s o n wei co vers ; tile highesl val ue occ urred with wet limber o n d ry co vers .
0 ,6450)"). The a\'er age of all results ... ;LS 0 , 58~ 15 (30"'). On the bu is of such results the
1o""":SI val"" of 0 .51 a -r-) should be accefll~ as relaling 10 the moSI common co ndilion lildy
10 be fou nd on the _ aliter-deck of I :IC<II-go ing ~Ip . t.e. _I timber o n 'Nl:I dls _ With
inclination. oo ly. :and ", ithou l any eHects l i k~ry 10 be introd uced by velocily and /or
accc ler<llion stresses due 10 rollin g. lim ,,"" dunnaJ:c ak>nc ", ill slar! In slidc of us o"n
an:urd ..I "n tin of indina liu n ..,. 27- <111101 J:rc-.. lcr; thereafter. sliding ",ill cont inue 31
prog re ~si "c1y smallo:r aneles. Il fol """'~ thai . wnen the ves~1 is rollin g and limber dunnage
is un!leUlred. il "" ill be gin 10 slide at I ngles o f indinat ion con~iderably less Ihw 2-r-.

from such resutu il folloW1 that the normal practice o f utili'in g timber dunnage and of
keeping downwardleading lashings as snon and a1li&1I1 a1 J'Os~ihk! should be cnntin" l and
encouraged. A near ven icalla-\hing i~ of great Iltnef'l in rei isting the cargo item's tendency
to lip; 3 near hor il0ntal la. hing "..ill greatly Tti i" slidin& for l;ti. Ther e i. no .u""imtc for
ro mmonloCnse and uper itoct. bUI guard against becominlJ bla~ . 00 not o\t rload laslling
terminals andlor . hackle., Think in terms of tile 'effeCti ve m en&th' o f a laslling - it.
"holding JIOI"'Cr . Balance the "slip-load" of an eye in a wire ...illllhe strengtlls o f a ~hackle .
a bonle-sct"e\Io and a ellain , A lashing is no "moger than il1 "''Cake\! pan.
[)unna&e " Spread Th e l.o.ad
f\>intloadin& and uneven distr ibulion of e:u&o "''Ci,hl can. and frequently daM . cause
unnecessary damage 10 dccb and hadl cow . l 'nleu tile wcllller-<kd ha.l>c'en .reciall),
Mrtn~ncd . it is unl ikely 10 have a nu.~ i mum permissible ",-eigl'llloading of l1'IOfe Ihan 3
10fll'teVm' Similarly . unless ha m co\'Cn have been l{lecially "rengt/lencd. it is unl ikely they
"'ill have a nu..irnum perm iui"le ...'C ight-lNding of more thart 1.8 IOnllC"S lm' . The \.hip's
caradTy plan 3ndlor gc",,"ral arrang ement plan \hoold ll"" ays be consulted. U IIle informarian
iJ no! there. try the \.h ip' , sub ility booklet.. In the e\'elll thai S('t'cific " al....' are I'l<1I ,""ailable
on board the \.h ip. al\ov.' no more than 2',1, lon"""" m' for ...'C atller-ded : areas: and no more
than 0,7~ Innntslm' for h3l.m 00....,1'. in . mall veslot ls; 1.30 tonne"m' in " e"t1 ~ ewer lOOn
in length
The adverse effects of point-loading are IIOl 31ways fully appreciated. On the oec tu nd, a
6--tonne machine wilh 3 natbed area of 3m' will exert a dO"ll load of2 tonne, lm' . Fig . I ,0 1
Fig, 1.01

111, Ii /" .."

gIot
i f .....,~t " d,
1,.~lm~ 'f 2 " ,",,,,,,I...'.

,,-'
,,

~ ~; "
On the ocher hand . l Lady of 60lg "''Cight ill evenin&Jho,:. ", ith heel area. mmm'
(O. ClO'XIS m") will (len a poinlloadillg of 1100 tonlltv rn' if. "'he ll dancing . she: ~tJnd~ on
your see ",'ith all her "''C i&ht on one heel - Fi& 1.02. .....h ich i, ...hy our lad ies are oftell more
dan&aou~ than machillt~'

Fig I .ll::

n..- '-I . (

""

" " " ', ~ .. j

.--......

R~ "

,......

1..Idt~f .( ''''''

,........... '.

FieI,OJ

Fig \.05

,
"j

!'ig , l.~

,
"

He

I,W

\Vhen exceplionally hea,)' "''eights are 10 be carr ied, it may be necessary 10 shore-up lhe
weather-dec k from bejo....; but, again, care mUSI be taken 10 spread the load on the 'tween
ded so as 001 10 overload thai plaling In the not so dense range of cargoes , units of 20 to
40 tonnes ....eight are co mmon lOday, and slacking of unil weights is .... idespread, If a piece
of machinery ....eighing, ~ay , 30 tcnncs w ith a base area of 601' is placed direct on the
weather-deck the poinHoading .... ill be 3016 .. 5 10nnes/m '. If, however , the dec k plating
has a maximu m perrmssible loading of2 'h lonneslm' then the minimum are a over which lhat
3Dtonne load must ee spread is 3012.5 = 12m' . Good dunnage musl be used to spread the
load t'ig.1.03 .
Again, it is not always prudent 10 weight the deck 10 its maximum perrrussible loading; some
allowance should be made to err on the safe side given that heavy seas may be shipped on
board ; so n is always good practi ce 10 add 5 % 10 the weighl 10 be loaded before working {Jut
the dunnage area , For the 3D-tonne weight, for instance , 31 'h lonnes would be used and the
dunnage area would go from 12011 10 12.6 011.
Dunnage timber is often no more than 6" x l " (150 x 25mml rough planking - Fig 1.04, hut
",nere weighty cargo ilems are involved dunnage shnuld be atom 500101 (2- ) thickness and
150rn rn (6") width; and it is perfectly aeceptahle 10 usc twn ord inary 250101 (\" ) dunn age
planks nailed together secure ly 10 make-up the ihickncss . Fig. l 05. A du nnage ,,"'idth greater
than 15001 01 is always acceplable 2251010 (9") 10 305n'm (12'), for instance ; bul where the
thickness goes 10 750101 (3") care mUSI be taken to choose straight-grained timbers of as great
a width as possible , and to ensure rhnrhey are laid with the grain horizonta l and parallel wilh
the deck - Fig, 1,06. There have been incidents in uie past where what appe ared 10 have been
a soundlydunnaged and wellsecured item of deck cargo hroke adrifl and was Ion overboard
due 10 a sequence of events commencing w ith the collapse of 3 ' l 3" du nnage timbers alon g
the curved grain used on its edge - f'ip , 1.07 and 1,08 - followed by co nsequential slackneH
in otherw ise adequat e lashing ar rangements. (()l1owed by increasingly accelerated cargo
movement and Imajly breakage o f the la\h ings.
It is tecacse of the vagaries and random nature of grai n configuralions in the thicker dunnage
that the author prefer s 10 see thicknesses made-lip of planks nailed together . As
mentioned before, a 2" -thick dunnage timber can be made -up u\i ng l "thick planks, and a
3"thick dunnage limber can be made-up using 2" and I "-thick limber planks, all securely
nailed together , To a large degree, this will correct the tendency for separation in timber
with a badly-aligned grain. (See Fig ,1.09 , for irrnence.)
tim~r s

Given the same problem s, but with only hatch covers available to take the cargo, a very
carefully-constructed grating system would be required if the maximum permissib le loading
on the hatch covers was no mo re than 1.75 ronncs/rn", :-laturally , similar conside rations
apply on 'tween deck plating and 'tween deck hatch co vers, and ano 00 lank-lOp plating ,
although, in the lalter insl.l nce , maximum permissible loading will be cons iderably greater
than that allowed for weather-deck areas and hatch cover s. Also remembe r that it will be a~
important to in~tall good lower- level foot lashings as it w ill be to mstau do wnward- leading
la!hings if load-spreading dunnage is to remain fully ef fective.
~l ore on du nnage constru ction and hatch cover s and the correct way to stow and secure
Containers, for inMance , in later Chapters,

l ,
,,:
,,

,.
,

", ,

ru.r.io

,,
, ,

'

,,

, I
, I

'I
,
,

---

,
,

,
,
,
,
,

<,

. ,, ---

;::--

- ',

-,

,"
,,,
,

' --

,
,
,
,

,,,
,,
-r

,,

,
,I
.

"

-,

--

~I - -

.J

Fil l. lI

'.

L>, ~

GM '

n'lI >llip

s-JI G,W:
'....1'" "'p

RnUil1C rni",l~
II i, AI)( the purpose of thi' boo k to de.1l ...ith ~ ip ~abili!}' npects. sc far III lhol.e upern
may be avoided. H""'-ever . il i, wonh rcpealinl a few eSlabli~ed and re levant subil;!}' faeu .
for in$UllCe, the ro ll period o f a ~ip is the t ime
10 make one: comp1c:te Iransven e
OKil1a1ion; thai is. from !he UPrilhl position 10 ~d inclil\illion. from ~arboard
inclinalion back 10 upriCllt and throoCll1O port inclill3lion.!hena back to Uprilhl. u eece . if
!he roll period is I S second s W if !he roll 10 surboard is 10" and lhe ro ll lO port is II , !he
1OUl 'YottP ...ithinlhe I Ssecondrollperiod ...i ll be IO + 10+ 11 + II " 4~ - Fil . I . 1 0.

wen

\\-"hen , ~ ip roll' the u i, about ....... idllhe rolli'll takes place cannoll l el'll"f"al1y ~ acroraldy
dc:termincd . but it is aooepted u beinl near 10 the kmlitoolll.1l lIlis pus inC throuCh lhe ~ ip's
eewe of cr avily. "The lime per iod of the ro ll is CeTlC'u lly inaepe ndent of lhe roll anCIe .
provio:led thlll the roll an&1e is IIOI lar&e . Thus . , vessel with, IS-seco nd roll period will u ke
IS !iOCOnd1 10 male OTIC' f",11 lunsver r.e osc illation .......en the roll an&le (10 pen and 10
l tarboard ) is any lhing fro m say 2 10 30". The r ru s , from a cargo Jaslling viewpoint. lies in
realil ing that a ro ll ang le 00 and a roll per iod of IS seconds involves a 'sweep" of no more
than It' . where a roll angle of 20" and a roll per iod of IS seconds involve, a ",weep" of BO"
(len times the arc) in the saene l iltlt' , The font will be barely noticeahle ; the second willbe
violenl and ..... ill involve Iarl e acceleration stres ses part icularly when rCiurning 10 the upright
A "Sl iff' ~ ip is one w ilh a lar&e GM (metaeentric heigh!); difficult to incline and retu rns
r"Pilily 10 the uprighl and beyond. loOO'lCtimes with ....... iplash ef fect. This im~s escesuve
aceeleralion Itresse s on car&o IashinJ ' . FiJ ' 1. 11. A "tender' ~ip is one with a snu.ll GM,
u sy 10 incline and rrtu.ms skno-Iy 10 lhe uprilhl , sometimes even 1luUi\h ly - FiJ . I .12.
Ahhoo J II accelerafion ~resse s are 1mall !he inclined anJ k1. may amin 30". and !he simple
Vavitalion.1l effects of well anJ1e1 and 110110' rtlUm s may impose equally e ecesstve Slrelses
on carJo \uh incs , Searncn try 10 avoid the e1lrCmes of eilhc1 condilion; and iI is wonh...tllle
workinJ 01\ lhc an umpion that . if deck cargo is lO renu.in ufdy in place du rinJ adverse
wurhcr conditions. lhe lashinJ arr an&emenu slloold be sufflcieOl 10 1U ~ui n 30" roll mgles
associ.ated .....ilh 13!iOCOnd roll periods.

Th.c beam of a vesr.el, her GM , and her rollin& per iod are clole ly related . and a Tah le of
useful app ro1 imale values may be found i" 8 . 0"'71 's Nautical Almanac (al page 7 lS in ute
1992 edit ioo), For those ....110 may ..... is11 10 make !heir own acceplahle as ~nmcnt l the
follo..... in& for mula is useful :"

T - ilK

.....J .GM

...-lltre T - one: complete oscillation in second s;

K - n d ius of gy ralion (...-lltn kl'lO\l.-n ).

h is seklom in day to-day pr act ice thall the rad ius o f J yraion will be known. bearinJ in m ind
thall it var ies ....'ith every _ i&m taken lnlo and out of the ship; 10 an eas ier arpro l im.1lion is
arr ived all by:-

>oct
GM =

where B = the ship's be am 10 OtJlside of hull ;

C - a constant.

For ~es.\eLs up to 10m in k ngth the 1" 10 inclining and rolling tests found Ihe best results
were obt ained when using C as
0 .8g
0 .78
0 ,75
0.73

where ship is empty or in ballast condition,

when all liqu ids o n board amount 10 20 % of total deadwei ght.
when all liqu ids on board amount to 10% of total de adweight.
when all liquids on board amount to 5% of 100al deadweight .

Howt'vcr , rnr al l larger sh ips Lloyd 's Register of Shipping and the 1991 HMSO Code of

Practice for Roll-on/Roll-off SlIips u, ' C

0.1 .

E~ am [lles

a.

A bulk carrier of length 142m and beam 21m has a fluid GM of 1,41m.
What is the likely rolling period~

= 07 ,2 \ = 12.4 seco nds

v'1.4 1
b.

A coaster of length 67m and beam 12m has a fluid G\l of 1.35m whcn in ballast
co ndition. W hat is the likely rolling per iod?

T =

v'GM
c.

v'\.3S

An SD 22-lype "tween decker of length 150 m and beam 28m lias a rolli ng period of
13 seconds. w hat is lIer appr oximate fluid GM ?

GM
d.

= G8S! 12 = c.jsecord s

;~ ~ " "~,7 132" .. 2, 27m

A fully-l oaded sing le-hold coaster of 56 m lengt/1 and beam I I m has a rollin g pe riod
of 18 seconds when liquids make up 5% of deadweight. What is her appro ximate

fluid G:\l?
GM =

~~" = ~ '" 1,89 m

10

II muSi be remembered that lhe foregoing are only appro~;tn;lt ion~ _ ~ e ve rthele n , if the fluid
GM can be calcu lated accuratcly Irom ba~ic ~Iabilily data and usin& thc correct pr inciples,
the abovc form ul;le " 'ill provide an acceptable rollin&period Similarly. ir the rollin& period
in rcn on.1bly !;aIm weather co ndilions can be limed accu ralC ly with a Slop-watch , the abo~e
formulae .. ill provide an ~publc Ouid G ~I ,
With rereeeece 10 the

'l, muR N

ICSlS

and resullJ reported for vessels up 10 70m length . IMO also uys :-

1IOl~

IhaI th, K'('<IU' rh.. dLlI<JIla of millS"l frvM Ihr rolIl'lt axiJ. IN " , al'" rN
rolJj"K CPl'jfici"u ..-iU N .

Ih, rollinl: nwjfici, m l or an u"Ioud,d ship. I.... fi" a lwl1"... b<J<J,'. ...iIl br
high,r than Ih<Jt fo r U loudrd ship;
Ih, rollinll mrJliciolt fiJr a .IMp carrying

<J

K, ..at U/'U'U"t of buntu.t aM

baltaxt bm h " m up_' ar.. usuall)' /o(ut,d in 'h, d"ublr b<!ltom. i. e. fur a...uy
fr om ,11, rulli"K wi" ....ill br hiKhu ,huff ,hm 0/ ,h.. sm", ,.hip hu''in/l an
, mpty doubl, b<m"'lI.
Th.. uhow Itcv_nJ..d rolling cr"jJi,i, nJS "" ..It d" ..mun, d by " .ts ""-ith vessels in "" n and
""-,,h Ih, i, ('rNUll/1IlJb/r /iqllidl Ul ""/"J'Flll1 _,I.int In,ls; th.... Ih, inflllr1U;r.l ,unrJ tt,' Ihr
I'iciNty "1 'M 'l1lllY. Ih.. /imitrri J , ptll cf """fIlrr UJtJ Ihr frr" nn!lK..s ofliquids ill u n ;u IUILls
Ul.. row . rd.
~ri".,tllJ ,..." ., sht.,,,n thaI thr ' r JMIIJ of thr rol/IIIK t,Jl mrlhoJ tn ifI(Yr "-,in/l ty " U
. tfjlJh/.. thr n rUl"rr 1M)' Uf'f"ouch GM valllrs oj O. 20 m and hrM'....

For Ih.. joIl",.'int ' nLf<'1I.l. iI iJ ...., /I'IIrr" II)' Itc"m/ru-nJ,d lhaI ItJll/n hr
roUing fl scili<ll jmu la t r ll ill U uU" 'U,\':

.w"i"rJ fro".

'M mWnl( periods observed may " m ", frrr o.leilluri"n.' but fim'rJ
m cillurio,,-, JU( to Jr<lwu)':

fr rtjll'llIly 1.lelliaI/OIl,' ur.. euhrr ;r"g,,/ur or onl)' regutar fi,r tlK' .lll,m UII
'ntt rvu l of limr '" "I/f)'" accu'<lIr m..a." llrtmnll.f '" br obun -rJ:

#IuIo.,."r. _ t i.....s it 1II<IV hr d".lirablr 10 ...< t Ih, .,,('1"1 prrifld of mil "-I Q -.:I1lJ of
ll{'f'rtJXimutr/y jlldti"t Ih.. S1uhillty Ul I N . 1/ IhiJ is dall('. carr JhoMJd IN tulrll I() discurd
fNJ' nll ..-hid< Jrpan Uf"P', ci"N, from Ihr majonty of O/lIrr obsrn"flliotu. Forc-rJ
oKilJutio1l.l corr".Ip',,,Jinl (0 thl' Jl'Q prrWd Q.,J d iffmnx from Iht fWlUW prrifld Q/
lhr ",urI S1II.1 10 ""'. .. should N Jil rrltVJrJ. I" o, dr, If) Mtlill Salisjtl ffory slllI. it
muy N /l('((',l."'1) /(1 select i1lltntlL< ,,'II..n Ihr I rQ fl ffioll ts Itwt l'io"1II, unJ II 1IIfQ' br
IIr CU.lury ttl JiJrurJ U roll.,wrr"hIr
of obul"\tltiOlti.

""""d<

""mbr,

II

I" \1tl<' oflhr fi,rrg"iTl" circumstances, it nerds W br rr cogTllud Ihat Ihf dt Urmi Mr/rJT! oj
tht stability by IIIl'QII5 0{ tht rolling U.ff In dLffUrbtd waters shQuld only tv rt gurdrd as a ''tr y
approximatt rstimatlon. (See the 1"10 Code of Safe Practice for Cargo Stowage and
Securing . 1992. )
Roll AnglK
As I rrueer of general inle~st. IJId in relalion 10 the wenp of eaTlo Whinr.s in pan ieular.
!he Ste~-edorlnl Depanmenf of Messrs . Hoogovens. steel e~ pooen . in$finnod I l.ef iQ of
conIrolled 1'011 angle measu~menf testS in 198911990 on board 2SOOO DWT bulk. cvrien
enga&ed on ,,"onh AtL1nli c u o ings . The cargo r.enerally comprised mel coils in the holds.
with the inevitable 500ft 1'011 per iod - typically abouI 7 10 8 5eCOnds _ associated with RIch
'allots . Co"",arisons wert: made between the angles indicated by the bridge inclinome=
and the angles shown by a U fO- stabilised heel indicatOf. 'The resu lts were quite dra matiC.
I few of which are reproduced in pri d s hereunder.

1.

When the bridge inclinometer showed 30" or more . the gyro heel indicato r did not
e xceed 13. 1' .

2.

The br idge inclinomeler tended to

much as 1.5.

3.

Ind ioometer angles o f 4S' were. in fact, no greater than 2 1".

e ~aggerale the

tme heel angle by a factor of a\

two gtaphs following are part of the Hoogovens p~senwion . and are here repmdllce4
with due ack.no\l.'ledgemelll 10 thlQ Company.

The

lliolL""m. '. '

: ~. d" . " ",,

. ~&1 ."11.

..

o'

h t

-..-_.
---~~_ . -.-1
_

..." ...... ' ,., _.

_ I

"

_.
"

'00

"
r

COt; K1 I:SY

'U""II::>. uooccvrxs
12

Hoogovens analysed the data and co ncluded that the e"ce, ~i ve difference between the
indicated angles was due first ly io the Iact that the bridge incliJ1(lmeler was situated at a very
high di,lance from the ship's celllre of roteuon typically about 22 metr es - and additio nally
to the very short roll period - typically 7 to 8 seco nds; two factors which did Ilot impinge
upon the accurate res ponses of the gyroscop ic heel indicator.

,'

h " 1:1: ,. , . ~ ( , .. "

,- .

1 60~ Euu ,ta t "' ''

1'107.

'

-,

"

120 7.

loo~1

BO ~

--

'>,

Ro ll

" '\ -

I
0

-<;

<,

2~

"

<,

--

--

I
40 7.
I

I
20 1; ,

I""'
"
" c, -I
----

II r lg h t lI,eh lL "",.. I",

60 1;

0 7.

th r ,n e h " " n ,r Ie '

~-

--0"

<, ,

10

ts

zn 2r, ao as
1t. ,,1 ~ "ltl,'

'" hr. '"1

45

~, 5

nr

(rl "~ rrr' J

'"

as

7 11

c-c..,.. "_ 0".-'

75

Il ~,

110

0l..... ,.

~~

The Hoo govens Stevedoring Department preseered their paper "Innovation in Lashing and
Stowage of Coiled Steel in Trar unlnntic Shipping" with a most informative slide back-up.

In the Febru ary 1994 ed ition of "S EAWAYS" Captain Michael Robinson of the Syd ney
Institute of Technology presented a paper entil led "Inclinometer Pro blems" which althoo gh
J1(l1 referr ing to the Hoogovens investigation - br iefly bUI clearly sets 001 the phy sical reasons
for the Hoo govens results. The xauncat lnstnute - and the author of this boo k - wou ld be
most intereste<.! to hear of any similar research undertaken in rel ation 10 roll/heel angle s In
seago ing ships .

13

RANG ING
The So. Spatial Movtmea lS or a Ship
Alonpide a Wharf and/or at Sea

, ,

,
,
,,
,

?~

T
,\

?'

I"

,,

..... _."

- ".- -~,-

PITCH

~-------,

,.j : '\.
,"

1',

:<
)-,
','-c:::========- ,

<, <,

,
,

\-,

"">,
YAW

\ I

" I I

, ~
, . '\/'~!
, , ", .-"'\:
,

\b
'

'~'

ROLL

. . J __.

C C :>
I
SL"RGE

14

) ~\
"'
<:" ) ~

... . . . .

>.<"

SWAY

--

'

HEAVE
I

..

,
,
,
,
,
,
,
,

I'

'

Rule-ofTh umb For La.~hini: S lrrngt h

The ~aman 's rule -of-th umb for r.erurinlt cara:oes with a tendency to move d urin~ the vOYilie
is simply !hal the sum of the minimum breakina: loads of all the lashin&s ~Id be noIless
Ihan twice the S\3I ic ....-eil ht of the item of carao 10 be secu red . Th;u is. a single item of 10
IOOnes weill'll requires the Iullin, s used 10 have a IouI break -load of nol less than 20 wnnes
-on Ihf IUSUmpllon Ihat \he WIl ings are all lX'Iitioned in a bal:Jnced. emc~n1. and non
abrasive IIWlOCr. Th is 111~ may be adequaae , Of" even too much. below dh - thoua:h nor
necenarily 10 in all in5UnCeS but will it be a<Jc,;ju;uc on !he ....-e;uAer -d ed in inSlallttS """'=re
I fair wealller passage cannol be gu;uanteed~
In lhf more lilely sea-lnin e, circ umstances wllere . for at lea~1 pan of !he ' "O)'a&e , " 'ioos of
j-or ce (, and upwards Ill&c!her with the wave hci,h ts a"oc iated therewi!h are lilely w be
encountered , the increased stresse s ;u ising therefrom are !hose here co nside red . In such
cues, the sailor's rule -c f-thur nh tends to be that the sum of the safe "'orkin , loa d o f 311 11'1.:
la' tlinss stlall equallhe ~I atic wei&lIt of the cargo ilem 10 be 'Ccured : 11'1 .. 'Jaf.. "orkinl: load
beina: arr ived 31 by di vidin& by J!he minimum breakload or slip load or hoklina: powe r of
the lashin&s. In other wor ds . if the lIoldin& pc....-er of all the I.u llinl' is ~O ton nes . tllen the)'
tan ufely hokl an item whose "alic " ..: igtlt il 10 tc nres . Thc' <lUlho<- is nol a"'are of any
failurn of Whings or lou of ded carlO whe re th is ru k~f- !h umb h;u bee n appl ied in 11
balanced manner . II is no( arbiuary . hcr.o.cV('r . bec3UloC it is tkr;"ed from the Inlcrn;tlionaJ
LMd ti ne Ruk s " 'ilhin "ilicto framework the l 'nilcd Kinl dom Oerarllnenl of Tran~
InSfl1lCllonS IO Surveyor s lives the fo llowinl :_
", h.. r e 11'1.. inl e nd..d d........ n r llO co nsisls of heavy indi" id ual unils . "II v..hirl rs .
t n il.. rs , r ail cars and la rg.. hO~ f\ ca ut i"nar,' . Ial..mcn t sh"uld he ;nrl udcd in
th .. St abil ity In f"nllaIJ" " n""t..ld ad "i'i nl: t h", lIla,l r r of Ih.. nr("fi,~it" In ' en ' r..
, ,,(.1'1 (aq::"('\ in Ih", m ,, ~1 effl"C lh.. lind ",mfirnl 1l1111lm'r in ord..r In Ilr",~ en l ll n y
",u ~ ..,"r nl "f Ih.. deck Cllr g" wI",,, Ihe , hip i~ in a . ..aw ay " hkh w",,11I 1'"llh..
~hi p a l ri., k .

'''lI'M'

~ W h ..n $f' er e

"' ..a lhff Cflndi lion. (i.. \fa ~1:l 1 ", con dilion...qual to .....
Ihan
IhO\of a.'SOflal",d "ilh 8fa uruc1 Selll.. 6 ) ar .. lib l,- 10 be npn-i........d in ....n i Iht
rllllll"' ;n ~ prindpln . hou ld be o......rved in Ih.. dl"ien of lhe ded c:lr~Q if'C'll r inC
. ....a nl:rm.... ls:
(i)

Suit al ,J.e ph ) s ir:>1 mcan s Itt. (TOS.~ bracinJ al , idrs . nd " uk u,ine chain
la' hin es fi u..d " il h d l:l:in.. ~ws) to " ..... .... 1 Ih.. car lt0. l" pn-illn.
"hfflt-d . "'hid..... from ,I illinr: ,... lil'l,inll . " "u ld be pro.id",d.

(ii)

Wiler ", l,r a("{ ir Ol!Jl", " " ve hid... h ll~ ill g lr af t n '" . pr i " l:~ the lot"l ,,!'ight
carri ed by I.... ' p,ing, ~h oll l d " f I r:lll~ffrrt'd rr"," Ih f a~I M "n In deck
jark.' .

(iii)

Whm ('ar en is f3 rrird on nf,id.... or t r ailf n it shou ld be if'C'll re ly

attarh",d 10 the ch:l\,i~ of Ib", ~ eh klellraikr . 110.. m ean~ of securi ne 11'1..
(.31'1:0 . hould inrlu de cr ....s tlrolcinc ;01 Ihe en",", In 1I<"",. .. nl lip p;nl: ",h..n
, u hj m In r ad in: mOon .

"

(h )

Lw;hinits usd In 'r(ur , ca rlo or " , hid es sho uld haH a

load of af ka.sl J tim... Iht d<;,iitn klad , the
d...il:n load be'inl: I ~ tolal .. ~ ith l uI' Iht CllI"it" or carro
ptus n hiclt subj ecltd In acrtkralio n of:
hr~kinc

'e' alh .. arbhi ps,

'e' . trtieall ,. and
0.3 'e' IonciludinaU,.,
0 .7
1.0

n"b li., 10 I,", principal

.,B of Iht shi p.

(See Addendum I for ecnvers jon faciO"' .)

Wh. n fa sl,," ron ditHm' ''orv t han Ih....., .""'O':Ot.d .. ilh Bfllufort Suk 6 a n"
uoli .... I,. 10 be' u prr iron-d in ....n i<T, a In...... sl" " lIar d 01 <fOIr init such i' .m. ....
car lO mi l:hl be lKCfplahlt 10 .ppr....al b) tht l ll irr Sh ip S un.,.".
- Tht t q uil,mt nl and fill inlS u",d to ~n" df'ck a rlori sho uld h t n"l:ularl.,
mainl ainrd ;lin d inspt'Cltd .

To co nden se tho. e recomrrerdanons into a form timple to apply. refe rence should he mad.:
10 me paragraph enclosed wuhin the black ures . l'ul into practical and appro . imale terms.
mit means:-

a)

The lOl al holdinl power, in tonnes, of all la. hina: s hold ing me cargo item ve"ica lly
downward to the deck should he e'llli valclll to three limes the ord inary static weighl
of the cargo item in lonne l.e . a l o-ton ne carl O item requires 10lal lal hing. having
a ho ldinl -dow n potential of JO lo nne. ,

b)

The ho ldinl power , in lon ne. , of all Inhin" prev eminl the cargo ee m lM ..i" l 10
PO" and 10 starboard should be equi valcm 10 sevenlenths o f !he boldinc down
pocenli;,d of (a). above: i.e . a Il)-tonne eem requires lathi ng. with holdi nl J'O"''Cr
I'revenl in, lrJll. ..erse movement o f 21 to nnes .

c)

The hokl inl power, in IOnnes. o f all lath inl' pr,vcOlin, the carco mo..ing fOr'ft'ard
or aR should be e'lui valeOlIO three -tenthl c r ee holdinl -oo.. n pllUOIW of III. abo.'e:
l.e . I 1().lOOne item requ ires Iathi"l' with hoold inC power prt'\'Cnl inl kw1,itudin;a]
mo~me .. of 9 tonne, .

"'"here hiVt Il'n.ile Sled fa5lrninc, . alone . are used , It is usual 10 allo>- b ) at 2.5 limes. and
(b) and (e ) at 70' and 30' of thai value. rt'tpCCl i~ I)' .

16

Fil ' _lJ

" "M

I~"." "I., 1t""~""1 "",, " " N

"

0/ 5YO"", "

Fig. l . 13 illustrates how down-angled transverse and down-ani:led fore-and-aft lashinp can
be used to ta ke account of all three aspects. Simply, a transverse down-angled lashing with
an upper peak angle of 35 and a base angle of 55" will form the tr iangle of forces: 1.22. I
and 0.7 . Similar ly, a fore-and-aft down -angled lashing with an upper peak angle of 17 and
a base angle of 73' will form the tri angle of forces: 1.04, I and 0 .3. Fig s,I. 14. 1. 15 and
1. 16 on the next page illustrate similar considerations for 45" angles. There is an awareness
that some di fliculty was encountered with the arithmetical examp les given in the r,nt edition.
Thi s was due (0 lack of adequate step 'by-step exposition of the text, a shortcom ing which
hopefully is corrected hereunder . Th e basic pr actical concept i, t hai th e re al la' hing
wh ich you use is mor e likely Iha n not to be th e- h, pote-n use- of a Iriangle.
In the instance of Fii,. 1.13 , if the holdina; power of the transve rse lashing - (a = 1.22) - is
5.5 tc nnes , then its hcldl ng-down ability (b ) will be 5.5( 1/1.22) equals 4 5 tc nrcs h i ahility
to resist transverse forces (c) will be 0 .1 (5.5 x 1/1.22) equals3.1 6 ton r es - but only for that
specific lashing angle. 1'0 other triana; le will give the same simple propontons. and the
55'/35 triang le is here used merely for illustration purpo ses to show what a ver1 ical hold of
value 1 with a transverse hold of value 0.7 looks like for a specific lashing holding power .
Its he lpfulness lies in the faet that if you can get your lashing angles to those approximate
values then the appor1io nment of holding ability is easy without the use of tr igonometry.
In more general terms the vertical holding -do,,"'O ahility of do,,"'Oward-ang1ed lash ings is
related directly to the trigotlOmctricalsine of !he base angle, and the transverse holding ability
of downward-angled lashings is related d irectly 10 the tr igonometrical cos ine of the base
angle , on the assu mption that the angle between vertical and hor iwntal components 31 the
deck is 90". O n the next page: Fig .1.l 7

The transverse lashing is fully tIor irontal. so the base angle is 0". Where the
base angle is 0'. the cosine is I and the sine is 0, so the full holding power
of the lashing is operating in the tra nsverse hortzorual mode . with no hold ing
power in any other plane.

Fig. l.1S

The tra nsverse la-lhing ii , say. 30" to the hor ilontal. The cosine of 30" is
0.87 and the sine of 30' is 0.5; so 87 % of the hold ing power of the lashing
is operating to restrain transverse hor izontal movement and half of the
lashing' s hold ing power will be operating to restrain vertical moverrera
(And that is nol a COntradiction in terms.)

Fig. 1.19

The transverse lashing is, say, 60' to the tIorirontal. The cosine o r ro' is 0 5
and the sine of 60' is 0 81; !>O half the holding power of the lashing is
operating to restrain transverse horizontal movement and 87 % of the lashing's
holding power will then be operating to restrain vertical moveme nt. (Again.
!hat is not a connacrcucn in rerrns.)

Similar ly for lashings operating to restrai n fore -and-aft movement . In the instance of
Fig . 1.13. if the holding power of the fore-and-aft lashing - (a = 1.(4) - is 5.5 tonne~, then
its holding-down ability (b) will be 5.5(1/ 1.(4 ) equals 5.3 tonncs: its ability to re~ist fnre -andaft forces (c) will be 0.3 (5.5 x \1 1.(4) equals 1.59 tonnes - but only for that specific lashing
angle. No other triangle will give the same simple propo rtions . and the n"/ 17' triangle is
here used mere ly for illustration purposes to show what a vertical hold of value

18

'"
7c.:..J._

-.b.._

--l._~~

Fie, ] 16
I m i<k '"U."RO "..,...., M, ,,

"'" P" "w "/'PiRf

-I."

/.-.,. C<K>W"' "'_ "''''

J>o"J .

"

I with a hcrizontal hold o f value 0 .3 loo k> like for a specific la, h ing holding power . ns
he lpfu lness lie', again , in lhe fac1 lhal if you can gel your la, hi ng angles 10 these appr oximale
values lhen lhe apportionment o f hold ing ability is easy withoul me u,e o f lrigo nomelry ,
Aga in , in mo~ gener al terms, the fore -and -aft holding ability of downward- angled la,h ing'
is d irectly related to the lrigono melrk al eos ine o f the b a", ang le; "" th al Fig,. 1.17 , 1. 18 and
1.19 on the OC.\l page apply equally 10 fore -and-aft re Strainb . and to the whole range of
angle, betw een 0" and 90". Fig s. 1.20. J. 2 1 and I 22 pro"ide ""~ mor e e xample s, any and
all of wh ich may be applied to the arrangement , how n al Fig .1.13 fo r a regular -sh3flCd cargo
Ite m.
On the a" umplion , for instance, thal the holding power o f a lashi ng made up us ing bulldoggr ips is 5 .5 Ion"", then , caku laled fo r e"ery 5" o f base angle. a Table of values can be
prod uced as hereunde r:-

ue se Angle
Degrees

Pe ak Angle
o"grees

La,hing lIo lding

Powe r
To n"" ,

Vert ical

Restraint
Tc nnes

Trans"'er, e and
For e-and -Aft
Restraint

'ronrcs

90

55

0 00

550

es

55

0 .48

5. 48

'0

80

0 .96

"

75

5'
55

'"

20

ro

5.5

5 . 17

as

65

s.s

'"

2. 32

4 .98

]0

60

s.s

2 .75

4 .76

J5

55

s.s

3. 15

4 .50

"
"

>0

s.s
s.s

3.54

4 .2 1

3"

3.89

"

'"
450

3.54

476

2. 75

"

1.42

5 .31

55

"

60

30

"5.'

es
m

25

5.5

4 .9 8

2. 32

20

5'

s '7

188

75

"

'5

5 .3 1

1.42

>0

3'

20

3. 15

h l 1.I7

Fil _1.I9

,,'

..
"

h l I .20

,
."

."

Fil 1 22

"

From Table I , it can be >e<:: n thal only at base and peak angk s of 45" will the vertical
restraint be the same as the transverse or fore-and-an re straint. f igs 1. 14, 1. 15 and 1. 16
illustrate th is fact. (See Chapter J , for Tables usin g other holding powers l
The "three times rule " is only a guide: and a lillie extra is always welcome whcn severe
adverse ...." ather is likely to be encouotered.
Keep the lashings as short as possible. Long lashings are diffi cult to lighten and difficult to
keep taut. Don't fall into the trap of believing that because the cargo item is "heavy" it will
stay where you put it w ith only minimal sccuri ng - it won't. Remembe r: T he cargo item
will lift hefore it sh ifts! So tie it down ,,~ II .
Sea Waves an d S,,'ell Wa n 's
To the "wave" aspect touched upon in the second paragraph of this chapter the (ollowing
addit ional comments may prove helpful. because there is a distinction betwee n "sea" and

-s-en-.

The system of wa ves raised by the local wind blowing ill the l illl<: o( observation is usually
referred to as "sea", Wave forms rl<lt raised by the local wind blowing at the time of
observation, but due either to w inds blowing at a distant point, or to winds that have pas!;Cd,
or to winds that have ceased to blow, are kr>oWIl collectiyely a. "swe ll" . Usually. one
component of the swell dominates lhe rest, but occasionally two component wave motions
crossing at an angle may be observed. These are referred to as "cro ss swells ", Sea and
swe ll may both be present at the same time, and the sea may be and freqlJC nlly is - from
a different dire ction and have a different per iod and height to the swell, or both sea and swell
may be from thc same d irection.
There e xists a considerable range of literature deal ing with wave formation . height, period,
frequency, etc., from which it can be seen that when two or more wave forms add up
algebraically a high wave preceded by a deep trough may occur: th is may be referred to as
an "episodic wave". The term "cpisodic wave " means a random large wave - noticeably of
greater height than its precursors or suCCeSSOrS - ....hich occurs whcn c ne or nlOre wave tra ins
combine momentarily with another (koo" ll corr ectly as "falling into phase ") so that a wave,
or waves , of large amplitude are produced. These are popularly - and incorrectly - referre d
to as "freak" waves; they are not "freak". because they can, and do, occur at any time in the
open sea and along e ~ ro scd coa..~[l i nes.
The Journal of The Royal Institute of Navigation supports the growing knowledge of wave
propagation, and parts of the paper by Dr. Laurence Draper of the r-ational Institute of
Oceanography, appearin g in Vol,24, July 1971, are of particular interest
"Per ha ps Ih e mosl sur pr ising th ing about sea wa n 's is Ih at t hr}' come in a vast range of
shapes and s ixes. The (,,-,ual " b,e H'er on a ship in waters not exposed 10 an ocea n, for
exa m ple t he sout hcr n f\iort h Sea , may rig ht ly th ink that thr waves hr ....1n '('f' hnve all
hee n generaled by the same " ind blowing OHr some pa r ticular str et<-h " r water for 9
fi~ed length of l ime, II then seems almos' logical to ded nce th at all t he w9""" fou ght to
be of t he same hd ght , length a nd shape . Linror tun ately th is is uot t he case, the energ)'
of sea wans is Int:k ed in w,ne com ponen ts spr ead o' er a .. id e ran ge of wave period s,

22

tach of "hi( h Ir n d s a l a s l'"'d d iclaled by iu pertod. Con\i,kring the ~ uy s;m plt ease
of . va " ilb only 1" 0 "'a ~ t <:om pnn tnts, " ht a ernl of ont nxnpon en l n~",akn the
oIhft' a b igher " ;I' t "ill t nsut. As a m ult of Ihis precess, h igh ";IV" l"OOIt in groulK;
durin.c Iht l imt in " hich tht l"OOIporomts gradu aU,. 1ft inl O pha~ Iht ..a't Mi ghl hu iltk
.p ghing lrain of " a\ n or incrn.., inC hright , "hicb tb ", ~ao;n a\ Iht fll~tlT
cnm poroent Ir a' t ls a ..
unlil .. hm Ihf) arf 0111 of ph:.l>of tht va l< Innporar il) fai rl,
nl m. This is th e ",a." '" "h, it l< l"OOI mon l, .aid th ai f\ft'y wU1l1h .. a ~-t is Iht h i gh~l .
al1 hoo gh whtl h... il is .. ur, fourth or tur y f/IUrt~nl h dtprnds 00 Iht n lal i,'" ,prrd~
01 t ht ('Omponrn b .

:.I"

Dr . Draper. in co nside r ing the difficulty of ascr ibing mean ingful numbers 10 wa ve height ,
ronl ioocs by uy ine : ' lIo" " >rr , Ihert is on.. param"lu , narnt d lign ifican l ..au htil(h1,
and ddinflt :as Iht a\ "llll:t ht ighl of t ht highn l une-Ihi r d or . ll lh .. " aH'I , .. h ich .. a
Ibffu l on t to haot. II is mf<lo iugful param tlff 10 Iht Ihrurrlirians, .... d il has Ihr
addil iona l , ir1ut Ih;1I on a'rra,gt il " vlTY doo.r 10 t ht ~ al ut .. h ich an nprrirnttd
'ItlIm.a n " ould ,gi,t if "" krd t o " Iimal" Ih.. " a ' t lin ghl . I I hal' brrn . ho .. n by both
Ibton lind mt a.urrm..nl lba l if Iht !ora is .. alch..d for l ht dun ll ion of a b..ul 60 " a~ n .
I, pira tly abo,,1 It o ", in uln. th .. hrigh l of Ibt hil:hnl "aOt "hi(h a ppea... ;. about 1.6
limti Ibt s il:nifi("".. nl hril:bl .... ' And conlinues: An impn tta nl r harat1tn-lic of
indi, idual .. an. i, Iheir lack ..f l"" ~t\ it ); .. nee ag ain. il .. \ i" ' lll, breau ~ t hr r eall,- bill.
wHr is Ihr r""lt or a t haner ~ ll lN'r i l11 pos il i "n uf m an}' c..mponerus onrt" l.ing t a(h
oIbr r at oue p oin t in space aml limr . Il e fortl" ng, perha ps t wu or three " 'au pt'riOlh
lind ov.... II di.~la ll('t 'If Ins lh "" II milt , Ihf ht i; hl of an) lar gt indi,idu,,1 WaH has
drtrf a.w d lind il is no tong rr di,li nl:oi., ha hlf fr om any ol hff " :U f .
In his p.tper 'W a...: Ci imatoklCY o f the U.K. ConIincnl.al SM If' Dr . Dr aper uys : "Th..
quir t...., oJ'fn " al ff ll'""'~. .. ilb r"prd 10 " a' n, "" 10 lh .. UMl l h~1
Iht Bril jo;h
I, ks; h......" Iht dirrl'1"f1'l{"tll in ":I't hrighlS "" morf nOl in-. hlt Iha n Iht d irr......,ncn in
"iod sl'"'d mi ll:hl ultJ:QI . Th il; ilo bnc..uw Ihtit an"'''" of to" rr ..ind s pl'td~ ..... a lso the
IIrt a, of mm... r ....l r ir lfd frt(hti a nd , more impur1anl l~' , shaUn"ff ""If r . Tht !:ollt r ;.
rlTl'ctivr in IYm,," ;ng wave en er g,y by frklilln on lh r sea bfd so t hai, com pared " i, h l hr
dt~ prr 'N;fa nic ,..at er, Ih.. "aO r ~ prdr u m (ann nl l:row fu ll ~ , ~ pt'd all }- "l l ht tongerptriod end. T hi, elTrel manif,-sls it~c1f (in Ihf shallo" ""len) mai nly in the ll:rfatr r
allp:'lTnl sll't' pn~, oI lh t " 'aon tbeca use the l"n l:f r -pt'riod "' a' es are a bsrn tl , r Mul1 in:
in , hurt .. a, r -Ifn t lh st ffP chopp" \fa, . '

or

In lhe Admirally .\ 11nU.11 of ~am.mship. Vol III. :I cone i.... e l p13n31ion of sea and ~we"
"",,va is given. ~'eral sentences are o r particu lar inlCre~ : ' -1. In tht mObI gmtral I.......' ,
Iht fad Ihal a ..a ,t allains illi n,,,.im um bril:hl .. hfO P'"~inl: ntar Iht em lrt or . grou p
arrounlli for Iht f"m ili;u- pc'r iod ir appnnlOrr of:;an fl. lra b rgt " aH. Th t cn mbi na lion
of 1"0 or mor f wav e pall f rns ~i rn il arl)' IT'ull in a faid ) r egular recurren ce of t roop!i
or larl:r an d ~mall wa'l"S, " ilh Oa~i"nal pt'ritxh " f ......... parat iH ("".. lm. Thr num be r of
"'II"C~ in ellch j!nlllp an d Ihf ink " 111 brl .. ....n , uCCt!"i O'f IIppr ara nt...,. or n lrll hiJ:h
RWIlp!i vary "itll lI,t ty pe of ~t a .

The page follo,..in, is a copy of the lk:1Ufort Wind Scale " ith prob;d>k mean wave heighu.
indi;:31cd. For in-lance. in the open sea a W I\'W' ly w ind of f(M"fe 7 " ill probably be
accompanied by sea waves o r from -1 m 10 S.Sm Il3nlO ::!::! n l in h.:igbl. Such hei,hu may

"

he ~uddenl)' and rando mly increased ...-here sWI; Il wa,-es are also prel<' m: and ...-here hea.'y
s...-ell ...-ave s are invol..... lhe hotiahll and lrotl&hl rna)' be rwlce ('\I" more lhe a~ra~e value
before j UR a1 IUddenl,- dccrUSinl Jlain ID a Il'lOt"e a,'era,:e value: .

So make su rr Ih m clKt. carl1:0 is ..t'II-d u n nqt'd . proP""') Ia, hf'd nd Ihnrtlu lhly vnI r....

her..... y_

start th t' ~ o) agt' bft-auU' )00 ma y nof Ret M'nNld eha lK'l". IS colour
Plate C between Ch3ple~ 2 and J.)
BEA UFO RT WIN O SCA LE

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,

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'

CHAPTER 2

All sius and urenclhs of matuuls liSkd her ein arc: ci. en in CoOO faith u being
rerre!llenutive of !he manufactur ers ' dJU available; Ol;CMional slicht nalional var iations are
unlikely 10 be of a.herse significance . Also. the recomme ndation s given in this chapter
exclude cOIl~ ; dcrat io n of t imber de, 1!: cargoes . conl.1 ir.er~ and so- re vessels excer' where
nIClltioned in passing .
Wir H - Sizes and Su-engths
For e fncienl LuIlinC purpose s .... ire ropes 5hou1d be roced-strand. flu iblt. and flO( so creal
in diameter ali 10 m.Jb their use cumbe rsome. The most common of such leneral purpose
wires is l6mm diamete r (2" cin:um feren(X) of 6 -l 12 connrud ion calvaniKd rovnd-str.lnd
with fi~ core haVillC a cenifiCJled minimum brukinc load of 7.75 ronnef ( tofInes f","a).
This is usually termed !he "nominal bru t ing load ( S BL) , ...fJidl ~ans the for a aI .. nidi
II hu been cakulat t'd the wire w ill tweak on the !heoreti , a! lIasis o f in ll\;llt'ria b ,
construction, and siu , The actual breaking load" can only be fou nd by physically tt'S1 ing
the wire 10 destruct ion; in new w ire that value is almost al...'ays lTeater man the "eommal"
(NRL) value . Almough it is common pral;\ice 10 speal. and ", r;te nfhreaking load$ in terms
of tonnes weight. they should more correctly be referred to as ronnes fnrce " or !onncf. for
ihort - and me correct "Ionr.ef' will be used from her e onwards
Inexpensive wire for its size, 16mm ...."ll lUm cu ily arou nd mimbles and lashinC points . can
be l{Il iced or bu lkloC -C'ippW without difficu lty . and Ooes not ~ome t iresome ro use. Pan
of 1he reilU lb of te sts undertalen by !he Health &. Safety Eleculh e Resarch L1hof"at","ies.
and completed in ~l arch 1991 , indicr.ed th"' so far a. bu1klol"sr ips are concer ned ....-irecored ropes c ave better resu !n than those cons tru cted ....jm libre ceres: ordi nary by ropes
cave better results than Lang's lay ropes: and nonsa!vani\.Cd w ire rope s gave better results
than sal' "anisc(J ropes , (See Addendum 2 : L. E.E,A, Bullet in. December 19Q 1,J (lilller wire s
of dil"ferent construction and of varying stecs or slrengths may. however . be necessary for
particular la.lhing purposes: but throuc houi the examples given in mis bool only standard
mar;r.e gatvanised fibre-cored flexible steel wire ropes are considered. and ttle following
Table 2 prov ides SlIme limited dlara.."1er i~ics

The NBL's Civen in Table 2 are cenerally the kroo."e'Si ,aloes for tile f)'pcs of rope specified,
Where special conslru ;:tionlspecial $Ice ls arc: employed . tile manufacturers ' literature should
be consulted. Table 2 i!lustral' " the b ct that . site fOf size. tile 6 l 19 OOf\Slruetion provides
lht cre.atest I'DL. In use shoo ld be encouraged del{lite the faa Ih:H it is more expem ive
than. and not qoire as fle xible as, me more commonly used (, x 12 constru etion. Hg s.2.0l .
2.02 and 2.03 show the cc nsrructions. The measurement of wire sil e must be made carefully
using a camper. The correct diameter is found in the cir cle " hk h encloses all the strands
of me rope, as sho wn in Fig.2 ~ . i.e . the greatest diameter .

TABLE 2 - Galvanise d fl n ible St",1 \\'i~e Ropes - .'luminal

Diameter
(mm)

a
a
12
12
12
16
16
16
IS
IS
IS
20
20
20

22
22
22

Construction
Strands ~ Wires
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6

Approx

We i ~ht

kg/100m

l 12
x 19
~ 24
x 12
~ 19
~ 24
~ 12
~ 19
~ 24
~ 12
~ 19
l 24
~ 12
~ 19
l 24
~ 12
~ 19

B~eaking:

Nominal Breaking
Lo ad - Tonner

16
21
20

36

46
4l

87
79
80

I II
100
100

"6

124
120
16'
15O

d ol

Loads

1.94
2.85
2.60
4.35
6.42
5.85
7.75
!l.40
10.40
9 .80
14.40
13 .10
12.10
17,80
16,20
1' 60
2160
19 70

In the 16mm size . for instance. the 6 x 19 is 47 '10 stro n~ er than the 6 ~ 12. In nrre. fatour
and bulldog'a rips n costs the same to r i~ a 6 x 19 lashing as it does to rig a 6 . 12. and
labour costs and time tend to be the largeM items of expenditure in a lashing job. In many
instances. the use of 6 x 19 wire in place of 6 . 12 wire will reduce lhe numher of lashings
required by as much as one-third: l.e. Slashings instead of 12, for instance. where a 20-tonne
item is involved . Ilearina in mind the realities of supplying ships with lashing wire .
however, it is almost certain that the cheapest 16mm of 6 . 12 (7.75 lonnef :-.I IIL) will be
mOSI frequently used. except in pre-planned cireumstallCCS where alternative wire sile s may
be specified. That having been said. 18mm of 6 x 24 (13.20 tonnd I'R L) is not uncommon
and due consider ation is gi.'en to that site of wire later herein. although illustrative
calculations will mostly be restricted to 16mm wire of 6 x 12 conitruClion ,

Stretch
The stretch or extension in length o f a wire rope under load consists of
a,

Permanent cons tr uctional streich . which is due to the scuting and compacting ofth e
wires in the strands. scntmg-In of the strands themselves. and the COmpres\ion of the
central core, This stretch is not recoverable - it remains: and most of it occurs during
the early part of the rope'~ wo rking lik For new wire ropes the permanent

26

.
..
*
,~ ,
:

. ",

Fi11 .01

f il

~. I ~
"~ T....'

Fe

1 0~

~. :~

Fi,103

~ . I~
II~"'''-."Fe

fll ,." r..., ' r r

C~ I _ _
Do'

1-1, ,1 04

-~ '.t, ', '~.G ;:

r ....;e' _ A. oJ '"' . .... ~ ,...........,. ~

~_

'" . , ... " Y'"

l ncuilinl

l 'nTnclilll

':' ", \

construClional stretch . within acceptable limits

wwu load , w ill be

expre~sed

as a percentage of the rope Ienglh

e -strand ropes - fibre core - 050% under lighl load to I 00 % und er heavy load.
6 -srrar d ropes - steel core - 0.25 % under light load 10 0.50 % under heavy load.
(Note : W ire rope s uf different construction. say 8-s1rand w ith fibre core , will achieve
0 .75 % 10 1.00 % permanen t stretch under load.)
b.

.:Ia.~t i c slr et ch . which is the ability of t he individual wires to elongate under load due
10 the elastic prope n ies. Providing the rope is not subjected 10 loads be)'ond its
elastic limi!, lhe rupe will return to ns ori ginal leng th after remo,'al of the load origin al. ear is. from whatev er poinl in permanent snctch had been attained earlier .
The formu la for calculating the elastic stre tch requi res the knowledge of four aspects .
namely: tbe load On tbe rope. the working length nf the rope , the cross-sectio nal area
of the rope, and ill mod ulus of d asticity.

Elastic stretch in mill = WL

AE
w here W is the load on the rope in kgf
L is the length of the rope under load in nun
A is tile metallic cro's-, e, li" nal area of the rope in 111m'
E is the modu lus of d a'ti cit), o f the rope in kgf!mm'
(SO URCE,II.ER.

G,,~I',)

By plouing the results of a represenlat ive num her of calculations a quick appr ox imate
rule-of-thumb can be devi, ed. a.> follows:
For 16mm dill_ .. in r "pe - Ela, lic stretch under load expre"ed a, a per cenlag e " f
the length of the wire under I"ad.
CO II.II r ,, ~' ion

6 ~ l2 ""

Load (ill tOllllefj/(,

II x 19

Lo ad (in tOllnef)11O

'=

% stretch

% wetch
% stretch

ll x 24 ""

Lo ad (in tonnef)/8

EX:lIn l'ks:

wnar will be the approxima te elastic stretc h of a)

16mm (6 ~ l2 ) wire
under a 2 lonncf load; b) 16mm wire (6 x 19) unde r a 10 ronncfload :
c) 16mm wire (6 ~ 24 ) under a 7 tenner load?

a
h.
c

=
=
=

2/6
10/ 10
7/ 8

28

0,3 % elastic , lret,h

1.0 % erasuc stretch
0875% ciasuc stretch

r .... IlIm .. di;Jo . .. in ~opr - El3Slie Welch under load expressed u

lhe lenltlh of !he ..'ire un<kr load .

6 x 24 ..

l .o.:ld (in ((InneOn .7

LoJid (in ((Ifu'lefl/IJO
tn.ad t in 1Of'Il'Ie0/I0 4

Eu m pln:

Wh~

6 x 12 6 x 19 ""

.I

percel'll.a,:e of

--

'" meleh
" stretch

'""'"

..,ill N the OIJlPl"OxinWe elutil: wetdl of dl ISmm 16 x 12) wire

. mder a 5 to nnef load ; e) 18mm wrre (6 x 19) under a 10 too nef load .
18mm wire (6 x 24 ) arder a 2 .onnef IoJid1

,d

5n .7

10!13.0

2/10 4

0.65" cIa-lie streich

0.77" ela"ie Welch
0.19 " elutic loIretelt

!'of' feasons ...tuch ...ill NCOITIC clear in ~r 3. !he loads on lubinC ...ires ....hich
are of rlr!ol: impor1.loce are 1'1, and 2 .onnes. "' S ilL and 0 ,7NIIL and. ha-ed on the

fore&o in& appro.imale rules -of-thumb, lOme of those varues can be \.<'1 OUI
Table 3, below,

;lS

in

" Slrel.:h in 16rnm d ia

Wire
Conslruclion

:"' IIL
(tonnel)

6 x 12
61 19
6 x 24

7.75
11 .40
10,010

.7NIlL

"

.5:"'8 L

0.'"

0, 65
0 ,57

0 ,78
0 ,91

06'

"

2 tonnef
0 ,33
0.20
025

e
1';' ((Innd
0 ,25
0 ,15
0.1 9

" 5tretch in 18mm di.l

Wire
ConslruCl ion
6. 12
6. 19
6. 24

NIl L
(10111\,,0

"

"

.7S IIL

.5 NIJ L

'80

0.90

0,",

' ''0

0.78

0 ,55
0 ,63

13.20

089

2 toneer
0.26
015
0 ,19

II;' ((Innef
0. 19
0 12
0. 1.&

Table 3 illustrates wmethinl ...h ich e.pef ienced seamen ha~e mainly thouithtlO N the ease ,
namely. th;M l iven elasnc stretch. alone. lashin& wire. under normal 1o.l<l ll1l ' eon of
brcal ing poilll are unlikely 10 e' lend by more than 1'" of the W{lr king lenglh of lh-e wire.
With new wire straighl off the coil. however , SOIl'le mcrerrem to Table 3 must be al\o...ed for
permanent OOJ1nruCliona l "ret,h feferrC'd 10 earlier. f or inu arlCe. a new unused 16nun 6 .
12 ..ir e loUbjccted ((1 ;11 load "'1".1110 O. 5 ~ B L .. auld fir" CO lhroo&h a perrnanellllolretelt of
rooghty 0.75 " and lIlen throo&h an ela!ol:ic stretch of 0 65 "' . nuk In, a 1Ol.al of I ,4 "' .

!'ig.2.07

,-

FI,. .on

C)

'I

fi

( 'It.a.. M"~ "~R

"".I/uu

.10

I., ,... -J,

,~. ,."~,

Cha ins
llIC' IlloC o f d l"in "lone Ior jhe Sllring o f gener.al ded ca' l oe, i, nol ... ide!.p'ead. Whe re
chain laslling' are used lIley lend 10 be , "pplied in r.nher predloC \englll, already fined ...illl
IeTminal points and liglllenini dev ice.. 11Ie adva.nlage o f ll, inC chai n re, ides. in _
circulnSWKe in the fact Ihal. . linde, lIle 1l(l, ma1 !ldl for ...h ieh it i. de.iCned . it will nol
Slrt'leta Thll' . if all ch"in 1".h inC' are ld ,iJllt bd e 1I'le voya,e and !he carCo neilher
KIlle. nor mo.-n. \tIere il no normal!ld ,nl cirw mll:lllCe ...'hieh "'111 c~se ce cll"in 10 lose
ill laUlneu
Hera . iU ""idespr ead use in !he sea n ine o f f,eilhe COOlainen and vehicle
lraiJer1" In leneral. ho>o.'CI-eT . chain r"f non--'lPCCiflC 111M 1efId. 10 be a""\"''2I"d 10 handle.
tirnome 10 , il . d iffICU lt 10CUI 10 Icnl lll. and it doe. nol ,e nde, eaily. For le,,"al f'Ill'flOSt"
it is used mosl effCCli. d y in rel.1l ively $hon lengths in conju tlClKHl ....ith. and as r art of,
lashinll ~ ......;se compoled o f ...ire or wd>binl. f-lcs.2.07. 2.08 , 2 09 and 2. 10 J""CIvjde
IOIIIe illullr .1lion, o f chJin, . T~\e . r.i ~1 some d:da relevant to !he Itrenr.thl and , ilel
likely 10 be: mel willl for d\ carla lashinr. purpose, if chain ""as 10 be u.cd

IAJ:t1 I;;. i ( 'hain

Sl ren ~ l h.

- Gra de 110
Ireak-Load

l>ia, nf liar
Fo rming Link

Link Tyre

'"=

SWI.

'rc neer

Proof Load
Tonee f

r cneer

"'",

' .0

60

3.0

,,~

I..onl

15 ,0

10 0

'0

13~

"""
""'"
'''''''
'''''''

20.0

1 ~ _0

10

,,B rrvn

M. O

uc

"

"

32.0

,I<

10,1

128

10

Thul . chain hal i) a !>real -load. ii) a r ,oofload. ......ich i. lw'O thi, dl o f ~ l>reJ l load : and
iiil LI fe WOf l inlload {SWll . ......kh i. n ne-half of the rroof k~ , " <Il uratly. il i, ~ SWL
......k h mua be !he r rime l o ve rninC factor; but there Me c i rcumllJ~1 in ...h iell Ul inC the
breakload Jnd/o r the r roo flo ad for c"kulJtio n pUrpo sel ca n alli .l in Ilse..i" l the OYer"lI
1Ccuring arr angements required . Importanlly, where chains. sh~ llel . lurn buclle l and wires
may be uled together a nd/or in r art . relative ~tre nglh l mUll be balanced. lil e-....ilh like. If
chain il .., Ieeled because it has a proot-joad o f, say, 21.4 tonner, the re is lillie potm , On
. uenCt h or eeorom!c grou ndl , th at is - in joi ning it 10 a sinl le run o f l6mm ....ire .... ith
buildoc cr ip so rt eyes ...hir h have a 511: tonnef Ilip-load ana.:hed by means of sh ~l leJ ...h k h
h a~ a SWI.. o f 10 tonnes: lIle lyJtem ...ill be no slronger lIlan itl ""Ca kesr componenl.
IIi\I1lI:ly . !he 16mm ...'ire lOll eye Ili r ' load o f 5 'n to nnef. Ho_ ver . if one ~nlth o f eh<li n <Ifld
one shackle are used to connect more thm one ...ire ;)I one poinl, then c~v ly some iroo:n.<Ised
balmoed assenments are eQUally necessary . 1lIese aspects are
ith more fully 'n
Ch3f'lCl" ] and nnwvds.

de"" ...

n J .2. II

---:,....
..-..,.

""""~, ~,..

--' ...

""-I

_,"",

Fi 2 12

, .

0...,

-,11<.1 <! '"~I

~~"I """ ,.h.,,~

1a.,h"'K.'

Fi, .2.1.'
TO HEI l':ASE
Pull ...."" ... pawl

l, ~ I

, I'

..
01_
,- ..
"

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1
J! "

W~bbing Stil1 ~

The use of "'ebbing slings and ",,, bbing lashings for cargo securing purposes has been
,t"lllily increasing over the past yean Operational results differ widely: there are peaple
who would use nothing else; there are others ",ho will not usc webbing under any
circumstances , The objective technic.,] meril of this material lies between those two
extremes: there are insUUlces where ",'ebbing is ideal for securing decl cargoes ; there are
other instances where it should be avoided at all CO ltS,
Special large-bore pipes made of reinforced plastic and/or provided with coraacr-seesaive
outer coatings, and bronze propeller s. for insunce, make webbing an ideal $Ccuring medium.
for it, relalively broad n31 .urfaces and reduced cutting nature allow it 10 be turned around
and tightened againsl the pipes with short spans to produce a most acceptable stowage. On
the other hand. large crated heavy items andlor hi&h-standing heavy machinery , where
relati,e1y long span, may be in\'ol,ed, require wire or chain lashings because sufficient
unsupponed tension weight i, diffIcult to apply with ""ebbi ng alone ,
Webbing, in genera l, is manufactured from impregnated ",ov en polyester fibre, and therefor e
has 'tretch characrer tsucs much greater than wire rope It is supplied in reels and may be
easily Cut and fashioned 10 any required length. For cargo lashing pur!", sc, it come, in
oominal breal ing loads of from 3 tonnef to 12 tonnef; the webbing Is generally colour-coded
ar.d, additionally, carr ie' a thread identification ' ystem. For in; tallCl: , orange-coloured
webbing may carry 2, 3. 4. 6. etc black threads running through the length of the "'''bbing
on each side; indicative of 2 tonnef , J tonnef , 4 tonnef, and 6 tonnef breaking loads,
respecnvety. W~ hbin g should nol br u ,~d " ilhnul d ea r ly ronfirt nin,l it\ nal u r~, brr akinc
k'ad, and a pp lir" bility - all rrorll the mallufarlu rr r s' literalu r~ . (Sec colour Plate B at
the end of this Chapter.) Webbing is frequently used in conjunction with , anti as pan or.
lashings formed of chain and , Ie" commonly, of wire. Figs,2, 11 and 2. 12 on the next page
show ratchet hand lensio",," used with chain , Fig,2 ,13 shows the method of tensioning and
releasing a ratchet hand tensioner o n webbing
Some time prior to the publication of the f", t edition, the "'Tiler, in arrangement with the
United Arah ShippinC Company , carried OUt a number of test' on wehbing and tensione.. at
I manufacturer 's premise. on Mcrseystdc. thc aggregate results of wbich an: indicated
beiow..

i)

Under relatively low and relatively hig!l acceleration loading. a single run of new
webbing , witOOul a ratchet o r tensioner but with a machine-stitched loor in each coo,
will fracture at loads in excess of the manufacturers ' marleted brea king load

ii)

Similarly, a co ntinuous loop, with machine-st itched oonneetions, will fracture at load~
in n c"" or t " i~", the manufacturers' marketed breaking load ,

iii)

Ratchet hand tensioners of lOOOOlb (4,536 ion nes) nominal breakmg load failed at
lOJlh minimally in excess of such values but g~nerally al loads below 5 tonnea.

Iv)

Ratchet spanner tensioners of the heavyduty type and 15.tor ec r oominal brea king
load were not tested. It is assumed that such renstoncrs, and the 7 'htonnf break
load ....ilbbing with which they are associated. will perfo rm at values 001 less than
the manufacturers' marketed break-load"

JJ

vI

When a loop. CIt bigh!: . o r wd>binl is uwd w ilh a ralchet: Iland ,,",sionl'r in the loop
or biaN . a fai ~ of !he webbinl the rald1<:t Nm:1 CIt a failure of the r. d1<:t
sundinl p:no.1 will lXe\W . loads _Ihe manufacturers ' marketed breal ina: 1NId ror
the tt:nsioner (i,e. 4SJ6 IDnnes - see iii, aboye) ralher than at twice the Ilrea~ i nl loacl
of !he _bbing as would tit e1pc:ctcd from ii, above. The manufacturers take rote of
this and rom"",nd !lle followinl simple formula:CJtro W, ;clli OOO!lC1!
4 . .5J6
x oe:

r - minimum nu~ of ~nl .......;nI S requi<n1

A" eplable for below-decks seru rin, . but should he 'J' ror wealllcr-deck

slowage. I S deal! with earlier herein.

Additionally, the folJowi"l points should be borne in mind:-

proleC1 ive sieeves bel.....- n webhing and abrasion l'Oims/areas.

b)

Always

e)

Tension on a hand raldlet can be obuined easily up to 0.45 tonnes and then with
inereasi"l diffICUlty up to a mui....m 0 (0,60 tonnes . A span n l'f" "" b ar m...........l'f"
be uwd to lighl", a ratcMi band ."" ~. A I'ft'I>iI ('QU Id Of'Iinu_'y inj u", 1M

UJe

.~ .

d)

Keep webb ing away from K id. and al ~ali., and ensure thai we!>bing is never u ~d 10
secure drums CIt pl'kages of rorrmive ",*",ial. Of cheminls ...i'Iose Id'-e rse effect
is unkllOWll .

e)

Inspect all webbinl frequently and. if re-used. ensure Ih. I II lengths are free of
defls or degrldal ion.

R
S ann a! and SyNlldic FIbm. and Cllr'I'IpCKiiti
Ropes of up 10 2.5 m", dia (3 ' eire.) are handy \(I use, bul are more li~ely 10 be found on
below-dech = 10. For wealher-de<:k eargOC's the usc of fillre ropes should lie resmcted to
lighl hl<ll of limited volume in area. partly shellered by !lie sh ip's slructure : lhey should
never be used 10 secure acids, alkalis. or substances likely 10 have corrosive charaeteriuics.
II is Ill)( simply I matter" of inlrinsk: S1renJ!b; rather. I principal diffICUlty is ""nd in
maintain,nl the 1altnell of fibre rope .......inl S U !hey become wbjted 10 load Ilresses
andlor ee _ninl and dryin g-olll errees inherenl in !he upoloCd \iIUalion . TIle u.e of
tur nbuckles "' ilh fibre rope s should be avoided: they may quile easily overload the rope
lashinl s and ereae the very failure (o ndjlions !hey are lk'l ilne<j to avoid, T aulening of rope
lashi"ls is bell ach ieved by !he 11K of bows,nl ropes and frlppi"l' , (See Fi' S,2 14 and
2. 1.5.) Tm le .5 A lives some indialioo of sizes. malerials and Ilrel\lths rot h:nlo"SCl" bid JS1rand ropes . Tabk .58 proYides .sdilioml wength data on larler ropes,

M ~erial

Di4l lCirc.

Fibre

nunlilu.

M;anil.l

J'oIyprop'

I\ll~e>ter

0.'"
0.:4

20

I"

3.25

0 ,54

.1.5 7

0 ,76

0,48

0.08

,8{)

0.30

a.a

0,47

'0'

068

0%

0 . 16

16

'50

0'"

" 0

001

" ,

r.so

1.26

1,02

0. 11

20

o .s2.03

5W L

T_.

16

" ,
,.
" ,
,

S i'al

BreakI..oad
Tonnd

16

20

2 '...
)

16

4, to

0.70

10

2"

6.30

1.05

" ,

910

LSI

..,

01)

N ~ lon

16

20

2"

" ,

'\;) k.... Illa id

'H"'

0.01

11.00

2 00

1 45

0.24

''''

16

>50

0 01

'0

2'h

9.00

1.50

"

12,7

"

210

T A RLE :;8 .

...
N.

Rrtak.Loa d ~

N~.

-,

"s

(mm )

r
'I

--,
u
'"
u
"
""
-"u
'""zz"
"""
"""

,,,,,.
..
,
...
.,.". ."''''

Poly"~
1'" ,,2

I'oly-

".",... Ma",a.
B$-I9Z.

1'IV,I

1'"" ]

3+4

l-'Y.!

l SS

lJ-2
167

"
zo
""
"iz
""
'""
11
"
J1

..,
'M
510

81 0
98 -0

..

".
,'"
,...
m
eu
'"
,'"
- '"

ez

"

-- ""

IH

15-1

311
40 1

"'
.
".
7S'0

svo

'"

"
""
'"
'"
'",
'w
,'"
'",
'"
'"
""
'"'"
,~

nz

r oso

I 2;1(}
I S IO

"""
,"""
""
, 00'

"'"
m ,
"'"

.
... .." '""
....
.~

5 410

Tho _ _ " - ' I _

27 5
J4 0
42-0

- SO-O

w.

13-9
19 -9
27J
4.H .
5H.
6.1-7

~.

..

I ) :!O
I S:!O

..

19W

2 I SO

2980

4 710

--

.. .. "'" _

H~ O

---" '"

---

Ioe-.: _

.. _

" -' ~ u.l

..

623

,., --

142

."

12-S
117
2 1-0
28 -0
33-4
39 ,9
5H
6 72
8S 3

Tho<

)1 2
41-4
5.1-9
17 S
\1,12

---

--

.'"'''''"" ..'""", ....'"., ."""

"''''

192-

- ""
-- '"
'"'",
""
AA'
'"
."
,....
: 411

I 180

, no

--

--

ill

124 'S
1765
2[ 5-7

JS) O
411 -9
5~8- 4

676-6
76-1'

- ::!S2

- no

-,

'"
'"
."
-oe
".
'N

...

4 12

'"
,..
'"
w,
-1>52

.-

1 0 10

I }S_l
I b.1l!
I 912

2215
2 b18
2 99 1
llJ4

'" --

r oo
, oro
-

~826

---

4 119

--

"" --

-H H

--

9610
I I 768
14 122
16 &67

,n"'" _

,ll "" .. 96
f";o.
. -5Iuolot4o
_n...,.......",
__
_
_
....
....... ...
,..~ ""-

,be""", ,,, ~ _

"

) 2~

4-],(

59 8
17 S

2S7

I 2,10
10)

--

37-8

l S8

574

Braid-

B52m2

69 1

..

153

) i'9

,.
-

S3S

142
1\1 -\1
23 -9
31-\1

, ~

....

LO4

~ ,

,.,
'" '"
'"
n
o
'
"
'"
'"
""
'"N
'...
""
'"
-'"
'" - ""
on
- '"
"", --'" ,""
,....
w
-""
,, ""
..o
",-en" --"'"
1<""
-,
" """ -"'"
".,,,
""
,"" -- ""
2.1S

wo

1Ko.-RI -""'_--~
.......
,." .. _
___
"" .. I... ....
b< o_ _

9 ~1

) -6)

73 ,S

".

12n

...." . , ..

10-1

'"''''

,n -

...

3'2

7-)S

..
." . ..
'j

19.81k N _ 1 l onnl'"O

"'- ."''''
a.so
,
- '" "
,
m "'. "''". -"'.
".
. ". n) ",.,
N ylon

1'{11" J

-------

k~

in

b<___.

0_

- . _

Fil ,2 ,14
To .,v_ ~ ~

,_

...

~t.

~ -"'_

To
""'

Ia.''',n. ,""

,...
' ( fr"p,.m .

!'O ylon f,bre abwrbs between 8 '5 and 9'5 of "' aler ; the c veean e nee . ....hen unde r load . is
10 red uce its dfea:i .'e .Irenlth by abou l 15 '5 . I"rem;dure b ilure o f nylon rope occurs unde r
hmiled cyclic Io.1dml up 10 70'1 o f its errecove S1renlth ,"""rd ore , nylon rope is not
recommended for dk c....Jo occurinJ purposes

" ....IS

WuLe ninJ of hbre Rare'

All the: joiNinJ :and iltxhmeru Lnun Ir;odIl"'nJ.II~ u.....l for lUluriJ f,bres rn:Iy be emplo)'ed

,."lh ITWI-~

fibre COI'da,:e Ua ....".er. II mu'" be borne in mnxl that ...,th polyteth) lene.
:and 10 some Ulelll , pol~pfl)p)lene.knulS Cill .hp under Ioad:and!he use of 'SWf'PC1' kJ"OJU '
is ahocatcd SIKh ~Jil'l'age is due 10 the .... ;U) l\;lIurc of !he rorda,:e polymer. and nllC 10 !he
rope ronSiruClion e"'f'loycd
Similarly, koon . once lied and Iooded. Me frequenlly difficull. if not imposs ib le , 10 umie
This d,ffio;ully arises from the "~lcnsion o f thc: rordale under load ...flich Iocki the knol once
lhe load is rem,,,'cd. and is quit. different in me.:hamsm from the . ...."Uin g o f the natu ral
fibre ....hen ...el ",'hich I'rodu~s a similar etfe
.\7

It must he reansed that both knolling and splicing ....-caken cordage by an amount dependent
on the termination chose n. Howe ver , a rope conlai ning both knots and splices, or a
success ion of differrent knots, will not be weakened cumulatively as a result. II w ill be
weakened by the amou nt caused by the least efficient knot or splice used. For example , a
nylon rope containing an eye-splice and a bow-line will IIOt be weakened by 19 + 42 '" 61%
(the values o f per centage strength loss shown in T able 6, below), but instead it WQuld be
expected to lose 42% - the effect of the least efficien ttermin alion.
T able 6 she....-s the effect of commonly -encou ntered knots on the stre ngth of ropes of the
various fibres. The rescus have bee n established from numerous test s on new ropes in the
size range 6 - 14mm diameter. Some reduction in these values might be expected from ropes
larger in circu mference or in a worn condition and accordingly the information must be
regarded as be ing of an advisory nature.
Uudt'r no cir r omsta nl't'S should kn ots be perm illed in items of lin inl equipme nt such as
rope slings,
TAB L E 6 - Knot f.fficienC) of Cnr dal(c

Pol)'propylene
Maler ial

Nylon

Reef Knot
Overhand Knot
Bow-Line
Shce! Bend
Double Shee t Bend
Clove Hitch
Eye-Splice
Timber Hitch
Double Figure-of-Eight

37

"
"".\
""

Polyester

Fibrefilrn

Slaple

Sisal

""se
"o

""
""54
65

43
J9

53

89

86

65

6\
NOt T e' ted

58
53

"
~ot

Tested

""'"
"

5\
86

5"
63

so

so
8\
90

"

The figures in the vert ical columns represent percentage of NBL remaini ng . Hence, 10 fllld
percentage we akening subtract the rele'ant number from 100. For Instance: by how much
is a sisal rope weakened by using a r~f knot? Answer: 100 - 53 s 47 % :-IBL reduction

Composih's
Coroposne rope - trequeraly referred to as "Jashlng rope " - is made up of wire fibres and
sisal or poly prop ylene fibres intcrv..oven , gi"ing to the flexibil ity of sisal and polypropylene
some of the strength of steel, Ir is most frequentl y supplied in coils of 10mm dia. rope, The
breaking load shou ld be considered as about 0.8 ronnes for sisal-based, and 1, 8 tonne s for
po ly propy lene -b~d , compoli!e ropes . Use it " ilh ca ution a nd wilh t hose slr englb ' al oe:s
in m in d ,

38

Sh3l"kles an d T nrnh" ckles

Shackles come in several shapes. sizes, and srren&tla of material. The IWO shape. moSl
commonly user for general cargo lashing purposes are the n -shackle and the bow-shackle
each wilh eyed screw-pin. Fl&s.2.16 and 2.17, lO&elller with Tables 7A, 78. 7C and 70.
give ",me of the dala relalin& to suell shackle"

/ J-

-,

..-,
" ':""
:.:i.' I

C2 ' -

I '" .

,'

11..... .,"",'11.

rig.::! ,17

,"

"
,"

'"

,"

,'",.

,"

s-ea

'0

,,

o.a
ow

n,

,D

'0

a"

,I l

"es

I;

. zc
" I

tJ

I.

II

IS

"

ro

I " S8

I ) C1

19 30

" "
'"

;;g0 l~~~~
1
\.0 80
~O

,-,- -,- I'

!<'

66 0<

81 2 8

N. I . , ,,,,,, ' " ""' _

2 . . .,. WO. ,

""

19
22

' 0 '2

I'

rc

"

I "" '"

,I

. ",
" .
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,
!

Fig.2.1 6

.\

D ,Iu~#.

S .w .l .

""
"
"
'"Q ,=<I

J,

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1-'0
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,,, "" I
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,., az
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es
j

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"

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38

l j

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rc

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119
229

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U ; 78 -

I)..Sh .,kkoi

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,

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"

.n

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."

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, " ,'"
,
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n "

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TAB LE 7C - Small "".. -S t.a..... I....

_.... '::=:

, . ...
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on

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on

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f c
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o~ I
m

0"

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It

--

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m
o

- ' ~~ on

" i

From the fMegoing . il can he 'leen th31. l i ~e a chain. a shadk h... ',1f,' "" or~i n ~ h ,d "h i,h
is half of thc proof-load (The rmal break-load is II kcly 10 be thru time, the S\\' l .. ~Llt thnc
" 'i11 ha.c been major dcfurmaci.on o f tile ,),ac kSc', ,Iruct ure I>ct",C<."n p roof-Io"" aoo hr e~~
~ ) S arurally , it i, correct'" thin k o f, aoo uce , '>h3CkSc, ,n term. " r their S\\' I.. Where.
"""'ever , the o",'u ll cakula/ion for the ~ rcn,th o f dcck car,,, la')' in" i, ,nvolved, i, i,
tomr1ilnC" uscful ", think In I/:rm. of the proof~ o f the shac ~Sc he ing o f the lJ._ nature
as the sll,,- ~ or holdl n, J'O"e r o f the C'!' el r....reed in the .. ire Thu v. a ron~i .., "';Kkle
of 1\01I Ie " Ih:lll 5 ,/, ."""" J"'OOf-~ (1 '" ton"" SWI.) could he u ~ l.:Ifd, ...ilh " n,1e .. ire
of 7_75 IOntIef nomi,,",1 brc~in, ~ and bulldc>c gripprd w fr Q e. h.' ing an eucc nve llip~ or holding p""""" of 5'h lOnllC' t
If a . inl le shaclle ...n .o I>e used '0 ;lltJo:h t...'ll ""h
WIling. the proof-load o f thai '>hackle would ~ 10 t>c I I tonne. (5'1, ton"", SWI. I,
Similarly ...ilh lU mhuckk s, rigg ing -sere"" . b<lItle -.crews .nd 5I raining-<crc,,'. ThClC ""rds
are oflen used 'YTlOn~' mou 5I y , bUI thc di fference can be secn In "'i g ' , ~ , I M 1<' ~ ~4, and 31
COlnllr Ptare C . al the CI>oJ o f Ihi, ("har le r. .~ Io<l commonl y for general cargo la,h ing
p<'rr<" e" 1,", 'Ie havc ~ Clowd e ye aI each e nd. and co me in Ihe r~nge o f '; 'el a nd \lren~ lhs
indicaled in Tat>le g,\ . on t,", IIC' xt page, t..... h i ~ ~1. o nly.

"

TAHLE 8,:\ Boutc-Scr ews - Closed-Pod}' - Sizes lind t\'frll,ef Strenl:lh s

mm

mm

Closed

16
19

229
229

22

385
356
356

368
394
470
546
546

381

61111

406

'"

25
29
31

38

Proof-Load

SWL

Tcnncf

'ronnes

"""

0,76
1,15
1.66
2.16
2.80
H2
5.2 1

1.52

565
584

2.29
3.31
02
5.59
7.63
10.42

730

.51
.51
91.
987

Il can be seen that bottje-screws , like shackles. have a safe wor king load which. generally,
is half the proofload. And again the brea kload is likely to be about three times the SWL .

Screw-alae for screw-sue. some open-,ided rigg ing-screws and skeleton strain ing-screws may
have lowcr strengths than solid bonte- screws. However. recent rests on "hamhurger - type
turnhuc k1cs indicated strengths at kast as good as _ if not better than - those in Tahle RA,
,,'hen the diameter of the threaded bar is the govcrn ing factor. Generally speaking, a wellmadc hamburger turnbuc kle with 2Smm diameter screws will only start to deform at loads
in excess of 12 tonnes, r\evertheless , the suppliers/manufacturers should be a, ked to provide
the releva nt tested and certi ficated proof-loads. as for Table SD, hereunder,
Also , there are types of special-purpose turnbuc kles with special till;ng~ and modif,cations
(such as in the container trade. for instance) with much greater strengths than those giwn
aoo\'e. Again , the manufacturer s' literature should be consulted if such equipment is to be
brought into use.
T AD L E 80 - 1I11111 burgcr Turnbul'l<Ics

.-,

-f .
.-

, ,>

Wire turnbuckl es

Ol~"HE RT

"

'.l.S

.,,,-, 1

I""

1_"" T

"

"0"

T ,.@-.l

[-.F

OH

soo

'00

"W

BREU'NG
~O ~ D

.-

m~ .. fr ER

~ F NG T H

.,
"
""
""

l
I . c
"

1~

rI:
"'"

dj ..
.
f It: ~ .....
. U

~-_.- ., "_T
~_ ""'-"0
I ..

Fig,:!. 19

H."...,
.,

-"

.~ " on t"

P",_T~n~ inn

The qun lion of pre-tension i~ one ari ~ i ng in deck cargo lashin, considerations. During lem
effected by !he author prior 10 the pr intin, of the fi r~l e<Jilivn. and qain durin, lem effected
under hi1 wpervisinn in 1992. 1M following a.peels proved 10 be 1M case. All teu1 _ re
made u1in, 16mm diameter 6 12,;l]"aniscd ....ire made up in 'n double , romme'l1 usin, 1il
bul ldo, ' crips. Tension '" u artaine<! by using :l ~I tum in, hu of Ien,lh $imil:tr 10 :1 fairSiled marlin-spike of the tyre tarlied by riUer1 for conc iooous u.e. and teMion '"'as
measured on an in'lt:'! dil ilal el1ronic load meter . 1lle ow n ll re$ulls may be leneraliscd
a1::I ,

b.

1lle lar ger the screw diameler and the larger the th re3d. lh hi,hc-r the len)ion
achieved.

With screw di""",ccr of between 22mm and 30mm m:uimum leMion achieved '"a1
tonnes: sen led hack to 2 lonlit'. arter several minUle.

2'n
c.

Wilh screw diameter or between 17mm and 19mm maximum tension wa.. 1.1 1
10",>0: 5: settled hack 10 I..B tnnllt" ane r ,~vCla l minule.

d.

Wlin e man} !;l,hi" l:.' are I...i,, ' r l u p. h nd pnd prm fal '!:ue ' el in lI"id ,I) ; il
..ould Ih.......ror e hf' u n, afe to "-,, ume 110 31 Ilre-Ien, ion, io t"\(T<;$ ..I llono .... ("a n
l..- obta ined "hen u" uI1: rq u' l'rnenl n.... m~'I I" Ihe If a de .

e.

11 i~ accepted thai . " ilh "~ry large bonk-screws and lon, turning levers ..ueh a$ are
used 10 'It:'! up the n\I\l .u y, on he....}" Iifl de"k h , il i, pon ible 10 allain rre ICflSion
_II in uuss of) toniit's. huI no seaman or e_rerienced riU er " 'OlI1J Up1 10 use
thal arr:ul, emelll to Inti ilem1 of d.:d carl O,

n w prime ru," for O\i nC lu m bud,,"- rna) be \lal ed by 'IJI) inC:

AI"'-ay, U10e them wilh the m llinl forces acting in one 1lnig hl line.
Never allow Ihem 10 become the fulcru m of angled forCl:s no mailer ho",' . riChl

Make sure the screws are at adequate e1lc n~ion when the securing ofthe cargo is Iinatived .
thereby providing scope for further tightening if this should prove necessar y dllri" i: the
voyage a. the cargo and la, hinr: ~ "an r: c me oh senle do",'n ,
lJel nw-<led s. and where hiJ h IOrllllC upl.'n 11 main laUl in, is inl'olved , the eyes of the
lurnbuckIe should be SC iled/slopped againsl ilSown body to prevent the SCr<'V>" ",or \;in, bao; L
unckr load during the course of the "oyag.:. beClll loe it r1Uy IIOt prove IlOs~ihle I" ched
and/or re 'knsinn below-d~k Lnhio,' once 1;111 0 loading has completed and ha..:ltes an:
secured .

Wilh deck-carlO ",-ire laUlinls . bowever. ..here inspeaion and re-tiJhten inl of the securing
arT:ullemeTlls i, a daily retlUiremeTll . the lod inl and/or storPinl b3ck o f the turl\tlucl les.
bon le-screws . and similar. may pro ve to be a burd.:ruome and immensely time-ro n1lJ ming
hindrance in im tances ",here I hundred or mere Luhinl 1 demand m ention in hea"y " 'rather
conditions.

Sri r . \ trnings I nd Cr ibb"cinC

AI rellWked in Chapler I , if i1rms of ded carl o could be boiled or we lded 10 lllr deck in
the IR3flner adopted for ~rlTWIenl ded fin inl l ind INCh inery !here wou ld be lillie
requirrmc.. for b loh inl S o f .... ire ind chiin ; ind in inSURCCI o f rook...d . I....Ce. ind lIri")'
arlO i!r1T\1 ...hcre Wh in, f",ilitiC's Olre limilrd or iniwtopriale, 1(lfT"IC l.~rmJli~ and 'lrmi
pnmanc" 1.IT....' cmcnts mJ.Y be TIC'1nr}' Co llrctivdy . such UTIn,rmcnu arc kIIo'.m ;as
'lri f~ninp. ind they IN)' be ronU'UCled from any one or rnl'>fe \leel 'CCiion IYl't1 and
""lIf'C1 - 1llr object il 10 fa~n dcw.1I IrCUrely liiinSil rollin, and f'itdlinll Sil rr l 1C1
Tikc , for in, una:... I",e lanicc-r,.'i'C CU M j ib Fil '! _'! ~ . ... h ich ei n 0 01)' re
iCC(lm modatrd on the for eCaSlle of e.lended 1)'i'C which car ricS lhc we;uher -oecr haH:h.... l)' s
for the 001,1 ar'ld 2 opi'Cr 'l wee n dec k! . Fi, ,2,26 ,

.I

Fi, 2,26

U m rted ...-i re bslt in, po inlS are insoffJcie... 100 'lrl. fMlenin" ...ill bc ,,'Cd. ll>Jether ""M
criNlinc (or criNl<.g inC11O ""p('Ol'1 the ji b J.lon, ii, non-p1.11e1leolih , 1llr lllaIe1' ial ror ee
SCi faslCninl' ind cr ibNlini m3)' comrrisc o f \leel dunnell . \leel ,irdcn of ' H' ~"1ion.

___r"M......" 1.1..1 II

M ..... ':""IW "

I-,, ~ ti~

.h g 2.27

L,_ _ .. . ~.

r ---

-- -

/I - ..

~ "[J..J

,.. J,., I

~ ~~-='1

~_

~---:

_..t..,..w.,.
.. _tl, ,n

--,

M"

10-

-- - -

--... ..

# .' -

en""".,,,(

" . ~. Jo.,./, ,..,

H "",-, .. ...INi h. J fi t

11,. _ "",..

II.d anale bar. nal Slee l platc:. Sled ,irderJ of 'T ' !IeCl ion and bo. !IeClion. all of ....hat. v. r
siles are wnv.n;'nf and avail3ble. T imber uloed is normally \econdhand rail lleerers o r
ileaV)' Milks of 12 12 pine (305 JOSmm l. toaether ....ith smiller sized limber to lake
up !he Il3rTtI'\Oo'l'r ~s Apart from _ Ided acu.chmenfs. firm OOtIneC'lions are nude usin,
rqbolU through limberlO--timbcr. and r'"l -bolts through ar\J1e-bM 10 lirrber . Tin'lher-I<)<limber oonneC'lion. mzy allO be acll;'>-ed usin, shil""Tightl' lar,cll'le'Ul ~Ies
Cr ihN&in, UTaRlleee lIIslO acpIlhe leadin,end o f the crUlO j ib mi, ht look 'IO....,hin, like
Fias 2.27, 2. 211 and 2.2'9. Note that the crib stracrure aseu muSl be loCcured 10 tile deck by
welded connection.. Seven] w ell structure. of variom heights and ..... idth. ..... ill he required
alonl lhe jib's lertith : limi lar to Fig.2.27 a.....ay from the haH:hway_ but generally reducing
\(I good liml>cr dunnag.e used den,ely .....tIe.. Ihe jib cro sSeS the haleh cove..' fore-alld-aft
lenglh .
When all cribhagina: and h:dch cover dunn3j.ina are complete and levelled along a lia hl .i,hlline the: jib can l>c Io.adcd alld landed car.fu lly inlO its \e<i,,,in, position. Any minor
defICiencies in !he cribbin,ldunnage levels can he lak. n up .... ith brMd planking o f w il;ablc
th ickrIC'" all of wh ich mull be wb1brUially lI:&ile.l in ptsce.
The olcel ~ f...." .nin's cart then be fitted and """Ided in p~ at illURrarcd in Fi,s 2.30 and
2 .~1. ahhoulh the = l lCCl ion. itlustraled should Il(l( be considered the only type xccptal>le
(See. also , Otapcer J for comments on weld ronnections.l

....._"'---....

~-- ~~
~. -

"

1-j"'''-_11~'h'' pack'" K "' ,,",',," fl"'

l'/a"Jc,a"~ ,,.,,~cr""

Fig 2.31
F i r ~ and E~p l, ,,i,,n H az an l~
[k fafe any welding is effected on hoard the ves~t it is of the utmOSl importance 10 olliain
a ' hOI wor~ certificate from !he portlharbou r authority. [)() :"OT ~ r:G LF CT T illS

Itt'l.E!
Make sure that the porr/harbour authorities are in p<ls,<,S\;On of ALL
L'\' fOR ~LH10~

RfLAT I ~G

REI.[VA~T

TO YOl IIt SHIP II I\[) ITS CAR(;o,

Make sure that the welding contractors and/or the smp's officers and crew arc competent (0
carl)' out and/or adequately supervise the welding wor k.
In the space below lhe wealher-dec k. place nolle" than two reliah le nwn. each ,upr lied wilh
two (2) suitable portahle Iire-e,tinguishers
In the spare below the wealher -deck. spread purpose-made thic k ashe,t", sheet ing
immediately beneath each >",im where we lding i, bdng effected. Do nOI allow Iwo areas of
welding if only one area can he protected by !he asbestos sheet below.
Rig fire h",es on dec k. w ith adjustable spray-jet nozzles. and with full water pres sure on the
deck fire-line
On cnmplcnon of all "hot v.l1rk". maima in a watchman in the space below for at lcusr four
hours thereafter , A ship' ,; nfficcr should be directed to effect a thorough e~am inal inn in Ihe
'paces below before those spaces are closed and/or battened-down.
IF

I~

OO LTBT -

DO~ ' T W E I.D ~

If any reader considers the foregoing ru les to be unrealistic , the auth"r will he pleased to
provide details of instances where hy-pa" ing such common.sense req Ll i r~me rl l\ ha, fe ,,, lted
in catastrophic ship-board fifes on the llne hand. and cataslm phic e ~r'mi"n\ and loss of life
on the other'

.. _-----.,.--

...... - ..... --.- .

- .. .. ....... -_

Y'{l-.', ..... .. oM.I.

~" ~ ,,.... ~ ,

/.6'"...... ,\'1<1.)

_-

IJI. ..

4_

_~

.\"6LI

'tale S

I 'falr C

."

"'Jtoro- _ . , '" ~'",. _ . '"

..'

,/I,.,.,

f<'<'II

_'11. . . ..." _
"'" ....... of.. ",.-1-1.
'" _ .-"""' . . ., ...... ~ _ ....... f>Jh,-,"'owInI _ _.
,.-,.I. ", .11~ Jt>IwoatNi. _
..... t"'" II, " .hI_

"-I,. ,,"'u.., I:

/f~.'''''-'K<'J

"'''''' 110"".1

.._

."'<~

...... IIw

","""""'nI,. fJ/'o .".-.1 ... ,. ""', -... "

Ii ..... n",,,. ""'I.""', -.I .......

_~

" . . . _ ,_ ''''' lor"

ok,../np J." rio< ,
....

'

I'M r

,~

...... f>Jt I""

,nl._..,. n ...

aq..., .-.

""""

0/

,..._

_aMO

T.,.... "" "",....h

h"I4, I/o" ,,,.......

w,..

hn

O IAP'TER 3

f:)"" - Spl ic~1 and Gri p1

In .orne in11anu1 la.hin& wires are lupplied pre -cut 10 len&lh and wilh eye v and/or
anachme nt devices already formed in one or both e ndl ( m Fig ,J ,OI , for in,'ance ) Such
purpose-made ilem s are 1I.ualty .old wi!h ccrtif,c:l1es su ting the lest-load and nominal br eakload appl icable , For gene ra l lashin&: purposes _ the wire is usually supplie d in coits and muSI
be cut 10 Ien&ID ab<w1:l the \IIip with the ey~s and atIa..-hmenl devices formed and fined 00
Sile :" required . It is to this latter pr~ ia thar the folkwoing coo side rarions arrly .
The eye may be formed by sptking the Slrands of the ",'ire ~k intO the lay o f the sundine
pm , as shown in Fi&. lOC! ..-oo nd a th imb le - Fi& 3 .0), The~ ~ 1e\'eral mcthods o f
athiev ing th is ~su ll. All are lime-consumin &and , e~n if d fe<:1td ...i!h the esercbe of great
, l ill a nd car e, they all reduce the <tre nglh o f the wire in the tucked arn 10 aI>otJl RO ot o f ;\1
eomm at bre ak-load, In in,tanct' wtlere the eye, are form ed wilh \ell , l ill and care Ihc
. trands may pult or stip at load. o f no more than ~O " of the brea kload o f the wire.
For th il re:non bulldoz grips - Fi&s. l .04 and l ,05 - and their d ose cousin Cros!>y -cllps Fi& 3 .03 F"lJs 3 06 and J 07 - "'fft inveTlled . the use of ",b ich atkwo.. eyes to he tot nted
quic kty and 1KUrdy in ...i~ rove" by re l.. i~ly un. l illed ~I providin, a frN 1imrle
rules are fo tlowed
Fies,) ()g and ) 0'1. rt'PtCli\ e1y. mo...' !he rorTeCl mcthOO and the
illCOl"teCf method of maI< ,ne eyes in wire rope l ulinC bulldoggrips . It il !he anhor 's
exper ience th at the li mple mo<t predominanl factor assoc iated ",'ilh lhe fai ture o f car go
ts"hings i. the incorri app licalion o f bulldog ,r ipl , Seaman , hip and rining hoo k
manufactu rers' in formalion m;ucr ial, and many yeus o f in, truCl ive prop aganda have all
pmmu lgaled the corri methods 10 adopI: ; but with linle appat eN benefic ial results _ the
learnin, curve remains Uubbomly n 31 , and the ta.ll of JClIin& the >Otll l done p roperly is as
diffICU lt today ill if. mull ha~ been .. ~ bulldoz-gl ip1 f,rll eanw OIl the n-w kel . The
urength o f eyes fol noed by bulldoz-e ripl has for yur. been a mancr t>f 1(lt'C\l11li<>n in IOft"It
QIW1t1"I. On ee other hand , several pubtiealions a1femp: 10 ,i~ , u ida na OIl !he \Ut>jea .
Eml'i rieal It!ol S ITI3de sewnl year. 110 by the author - O' "tI" I u n&:e o f " irea nd,r ip
ron(;eu rations indk ated thai the perfeCl eye arou nd I th imble. made' I nd tested under perfecl
cnnditions , .... iIl hold at 90~ to lOO ~ o f the nominat break-load o f u ie ...ire before stipp ing
and/or fractu rin& On the r nher hand . depaMurn from the ideal .... itt result in . Iippage at
much reduced load.
In the fi ~ edition . plates i to i ....ere used to illustrate nine wt'OII& ..ay. to mal e-up a
bulldoe -,llf'J'ed eye . Those ptales are reproduced ill Illis edifiotl . .. l\h di rrerenl number i",
IIId u tended caplions - and comprise len than ha lf o f a bach o f ~ eye. in .... ich nl>ne "'tfe
made-up COfTe(IIy. A l i" in, forcnun ", as provided ..1tli deta iled drawin&s of how a car,o
wa llO be 1t<>Wed , secured. and laoJled . to gethe r ",ith .ketctles illulll atine clear ly the correct
way 10 use t>u lldo&gripl . T\VO hours laler he and his men had prepared the fir. t batch o f
wires involving 20 tlulldo& -&ripped eyea, none o f ...tl ich co nformed 10 lhe sketches , Asked
to uptain, the fo reman . aid he ....as rOlll& by the seamanship boo kl and alway. d id it thai
wly . ...." id l ..'ay? ~h o f 20 eye. " 'Cle wron&ly made-up. and eloCh ..'as " TOn&ty ~-up
in a dirrereN manner; none we re in lone ...'ID any seamansh ip boo k' (~ Fi&s .J .IO 10 ).\ 8 .)

Fig 30 1

(~):: ; : <'C,"'"':'~Z211~,=j

fO g ' O!

---

l'
,

\1> ..

' /

' +'
Fig .1, (l.t

Fig ..lO.l

Fig ..' .05

'I
., .
Fig .l M

r-v

r-:
I

l'ig.107

rn.r.m

Fig,) ,11

l1u ".,,_,r of "II "",ld,; ,...., non.rrwrchinR R,il'_' ul'plird ill "pl"",ilr
dirution., 11M lire "ut nul opcnlng up, Thi,l' ew ...iII ,I'l lp ," 1",,11., "f
O..INHt ",nne (I I Ir-,-,.

n", grip". "n'-~, "pplicd I" rlre mrrer! dirUlion "ur Im'f'" "f~1rI "nd tire
(ul end nfi/ wlrippcd '/1le eye .....iII hnlJ w ,,"""I O.6NBI. In SllIrt ...Itlt. hut
rna.\' .,iip .I'uddenl." Ilt 11",,11I O..I,"'BL GJ rhe (III rnd unlup. /lcre iI'" go"d
na",ple or G "'eil -made l!a","urRfl lurn"uetle: """k-I,,ad i" ncf.',\ "r 12
f(!nM.I.

"

- - --

Iu.., "f'I'IiTd,,, "'iTt'

ThTU XripJ '" 'lit' M'Tr>JI,t d"...."',,.. 'lit' .t'('<>"J oJrW

.. hlr11 /la.. "f't'1It'J lip tllm",tll fu' I t>f ..hipf'''',t. Thi.
,>j0, 4,\'I1I... 1lJ I" .

l' ig ,3 , 1.1

not' .. './1

'''r

<1/

I<'<1J..

n"U KTlp,' - "'" of on, /'-"'. on, 'if un"'Ii,, u{'{'li,.d in III,. correc t
Jirrm'"", roo ,'1"", '''g(lll". 411ld """T dt'aJ wirr ,,'hi, h h'I< "I",,,,.d up ,mJ
is "../ ..'lIirf't'd. ThL.~, .. iII ,.lip . uJJ",I.\ '" /<",,1< ''! 0 4WfI u1l<1 I.t'",.

"

F;g ,3,

l~

77,ru ~r;"" ~" fd in Ilir ",mnR dirfaion - ,,,,, IIf onr 'V'P , onp of onmllrr llir fnd flrip rrr.,sinfl Oil ",irr wllil-II lias ol'rnnJ up, und /lir 1',,/ fnd nN
",/liPl'fd ()I lal'rd 771f f.\'f ,'lilMn lirrr lI'il/ .,'/Un /0 siil' til load, !>do"'
o.5SSL.

,
[';g,.\.15

ThIer IVil'." . f tl( Ii IIf " Jiffi'''111 /\'['e - ali (1p['lit'd in Ihe ... ron~ dirf Uion .
Ihe md KIi!, lOll nelll The em end ond Ihf CUI rnd " m \l'hirr" 'd or T"pl'd ,
11,i,,' ere wiil hold 10 ,,!>ol'/ O,6...Rl- 10 start "'ilh . hur nw,' ,, /un 10 ," ip III
I",,,,., load,' <1.< the em ,"d ,mloy.<.

h g.3 16

hamhurtrr ,,, r1lhurAir. rn.r all flr rrr x rip.

orrUrd ,,, Ilrr M'''''''t dirfi"" aM Ilrr CUI r1td ""t ..trip{'rd or I"{'N. "T1ti.
nr slrould If'" "" I flL W cJ a' ,,>ad.' trralrr lira" O..~.\RL
A"",Ir~r nanrf'l~

of a

M ...II-11liI<1~

"l""".

T1Il' fi r.'1 "'.. t rip. a" 11r~ rit '" cJi..,a"cr

hUI app/ircJ Ihr "T""f. "'On'
" ",nd; I~ Ihird t rip U I~ ("flrrrrl ...." . m uM hUll"" f ar f m m fhr <ro>nd
t rip und ls "",."",.i,,1. I" CWltIf' "'lTr ..-hirh i'orr""'t up all~ 11<'11 '
" -hil'f'td CUI end. S/if'{'IJt r i.< li!r/I" 10 (I("("IIr al ,,>ad.' 11<>1 ;11 r_,, '~" ,,(
(J. 4."'nI~

,--

Plru hU//Jot -trip.< - "'.. of " til' ":'fY. " " .. nf 'm"/h.... - urr'irJ i ll Ih..
('orrl'cr dirrCli(m . hUI Jlithllr
1'1",r "'/[l'Ihl''' (1111'\' _'''''uld "" 9fimm
Df'<1rr 1M Ih i.< /6mm Jiu....i"" J. utW rlr
<1 nul Iu "m "'WI I<'Mf'f'<'J or
l<I,.,.d. Will hold .....1110 wan K';11r - 0, 7 m . hw ...iII .<la n /(J _,lip "' (1"," UI

f""

O..~.','fll. if cr,t old ""lays.

The eyes were all ..,-(mual ly made -up a, ilh"l'atcd in Plate A at the fmlll of thi, l><lO k and
as shown in l'ill.3. 19 on the nell page. Thi. c l re rie nce will fond it, echoes around the
W{),IJ . and illa, lrate, the ,heer pene";ty of re' r<'n , ihlc ...." kmen who stoc Id know !>eller ,

llIc nperit:nce i. 11I11 uneommon . and i. rdalN here I'findpally for the l>e nefit (>f ,hips'
ma, teu and eh",r officen. When you = ",melhinl be in.. done hadl~' o r wro n, ly . ,top the
" wk and have I. re-d one correctly. When fiU i", foremo: n. vevedoee ,uperiMendf'nl' and
rnar1rren' 'upel"C3flOO:' i,"iS! on doinlthinll ...n"'I'Y and '3)' wy have a l...ay. done it chat
...."YlUcce.dully. tellthem lhey'veju S! been luc k~' The n nuke lhem do il o;orTeclly
" core realllly W author orl:uli'>Cd and IUperviscd &/1 addilional colTlJ>rl'hen<i'e ranle of
t>u11dl>l -lrip te'" in 16m m and 18mm .... ire rope la~ i", conf'lurati<>n< the licen1ed te.t
bed~ of Abel ~oull liti i"l Ge:u- u m itcd . o f I.i ve rpool
The 1(IIXif'CJlion fOf' the tnn more than 100 - "''31 ('arefully dra ...n uJl. wialy adhe red 10. and fully monitored The
confiJuraions ...ere made-UJI by si x differenl pe<'Jlle under !he dire.."Iion o f Ito<: a.thor . hi.
collea,ue 0I;y1e~ 8 1i3O II. and an ex perienced foovnan Rinl -\f'3Il ner. weee u'>Cd 10 ' ;Ihcen
!he nuts o n bulklo&-lriJI._ The confllur.-ions used "'~re ao illustrillled on the nex' ~e
FillJ1 9 . 3 20 and .1 21
S,nce re than ks are o ffered 10 1lIoIrw Mille, Defe nce ...t>o fin.mced the te1l1 and ......1'1 ...'hose
a,:reemenl the re . ults
included in rond<:nsr:-d form in thil OIJf'ler .

Fig 3 19

Fig 3.20

Fig 3 21

~,J,.J,I, ."."",,,

II i, lwrr , t rr,,~d lha t lhr h"l, II ,,,<I ~ . lh ~ n ..,,,lh " hl:o;"od . mu l llw r ..." ,,, ,,...,,d,, ti,,n'
.. h ;~h ....rr ~ r i ,~ "1'1'1 ~' "" I ~' III ",,,.i,,, " ;I '~" l",hi,, ~, ; lh r ~' , 1" " ,111
I , ~ HI' pli",1 t"
l i n i,, ~ ~,.". "r , Iat" lllr} " 'irr r" pr "rr;",~, rtI ,nh .

rI,,,,

Also, it Is rccogn ilcd that, for eyes. Ihimhlc< <hnuld I>c "",d. and lhat fmlr ("r m~rc) grips
wilt providc a higher , lip-load than will three grip,: but the realities of actually go'tting a
cargo b ,hed alm",t predu d~ lh i mht~~ and thc,,~ of four grip, pcr eve: it', d,m",lt ~"""gh
1<1 g~ l la,hing gang< and <h ips' crews to use three l!rip, per eye with""t Ihimhle\. I'm th"t
r~a,on. all phy<ical te' l< unJert~hn were in "", n " eyes (no th i ~'ht~<) "nd lI<~d!\<l ",me than
lhrec grip< per eyc ,c3led upw3rd for , ingl~ 1",,1'< and half-d"" hlc g",mm~t' . ,~ a' 10
prm'idc rcliahlc d"I' "n whal ...." mO,t likely 10 he Ihe praclical rc,lilie,.

It " lIdne -jl';p T cr minn li"" .\

t.
For all ,itcs of wire from IIm m 10 19"'11I di,mcter. usc not less than Ih ,~ ~ gril'\ at
each eye: for wircs of 20", ,,, to .H m", dianlClcr. UIC nol tess than fo." grir~ per
eye: for wifc~ of J .\ mm t"
diamClcr. lISC nol less than fivc grip, at each eyc
and upwards, l l, ing I ~." n"",bfr~ " r gr ipsl ilan h ~ r~ H'{'<I mlllf ,,, lr d n Ul ,rri ",,,I~
;nlll'l; r Ihe h" ldinC ~ rr~rl ;" ~""'s " r II ~~~ The Ta h l~ hereunder prr"'ide' a quick
refcrence.

"Hill'"

1 ,\11I.1: 2 - Recum men ded

1.)il m~ter

~l ;n ; m ll m ~Dmber

of Wire Rope

or Wire Rop<' Gr iJK ror F.ach F} e

Wire Rope Grips

", m

tTl' to and ind uding 19

Over 19 . up 10 and including
Over 3:!, up 10 and including
Over 38. up 10 and including
Over 44, up 10 and including

,
)

32
38
44
56

5
6
7

Again , it must be stn " ed Ihat t hese rN'o""n rn datio" s ar e r"r r' l'g" la,bi ng pur l" " "',
only. Lining I:rar and olbr r slalulor, applicat ions req uire a millimum o r (j l!,. iJK and
up"' "rds, r r spt..,li...ly.
2.

DlI lldog-g rips h"'e a grooved sur f~,e io the bridge piece which h s" itahl~ for ~
st:mdard wire rope of right-hand lay having si, strands, Croshy-grip, have J smooth
sur face in Iho bridge piece _ The g rip, ,hould n01 be ",ed ..... ilh ropes of left-baud lay
or diffe rent construction.

),

Be fore CUlling Ihe wire 10 length. whip or ",curely lape bOlh , id~ , of the cutting
point. The two cut ellds will then nnl tend tn u n l~y , aT>d ~ good . firm eye Can be
ma<1 e witholl! wa.' ting mater ial or time, (See colour l'la t,- E k tween , hapterl :! and
J )
1l1 ~

firSI grip mUll be dose Ill' to the thimble - Or al the IlC cl of the eye if " Ihin1ble
is nol used - and the other grips musl be spaced ap pro~ i mat e l y l ix ropc' di ~met e rs
apart , Le. 96 ", ,,, 0"'" ) apart o n a 16mm diameter wire. IOllmm (4 14" ) arar1 on an
18mm diamcl ~r wire. for instance.

.s ,

Thc grip, must all race in the , ame directio n and m"st t>e fi1t ~d with the ",ddk (or
bridge) applied to the worl ingfhauling part o rme rope; the U-bu lt for bo..... ) "" ist be
applied o n the tailrdcad-end of the rope, as illustrated in h pJ _1 9. J .:!O aT>d 3,21.
"ppl" in ~ lht ~ri~ in rt d,, d numbers lind in " t h r dir...,lio n. c:m ser i"".l}'
impair t he holding eff...,livtn.... or lilt eyr ,

Ideally, all nllt< should be l ighr~l\Cd u,i ng a torq ue-wrench .0 as '" give rij!hrening
values in accordance wilh rhe manufac!urers ' instructions, This is feasible in co vered
wnrks hop coT>d iriu", blll. un an exposed decl in the d"rl and ra in of a winrer' s
night, it is sufficient 10 take all nuts hard up Wilh a ring ,panTle r. Th ere~ ftcr _all eye
ter m in~l ions should be checked after One or two loadilll:' and tbe mll' hardened-up
again if necessary. This latter pracnce should neve. be neglected . The very nature
of the gr ips and the ....ire meanl thai o ne is compressing thc other : the fl attening
effect of lhar compress ion m ~y continue 10 some very slighl degr"" ~ti" r Ihe nut,
have been first appl ied firmly.

7,

L:ndcr tell. when lhe g ripped Cllnneeti" n starts \(I slip. it first goes qllid ly: the rate
of slip then red uce. bur slip due_' nnr ' lUI' until the load is removed

HAU' DOUBLE GROMMETS I

SOIT rYEs

-----.,

Slip Load .. XBt x 0.70

Slip Iced
=0

NBL

GALVANISED IfARINE WIRE ROPE

l amm - 6 x 12

CO~'STRUCTIOS

lamm - 6 :r 24

CO~STR UC'T10.';

00'

SL\"GLE LOOPS

Slip Load ;

~"HL I

1.40

J:

1.50

8,

With three grips used in the correct manner and with the eye formed arouM the
correct sired thimble (a hard eye) the eye .. ill nol rail or slip III I<.,aols lKs th an 7
tonnef for 16 mm, 9 tonnef for 18mm, and 10 tonnef for 19 mm diameter wires of
6 x 12 conslruetion; Quite simply at about 90 % of the nominal breae .toad..

9,

With three grips used in the eorreet manner but without II thimble (II ,;on eye), this
being by far the most common configuration likely to arise in practical. on-site,
lashing arra ngemerns , !he eye can be n pectcd 10 sli l' al loads aI, or sl; ~h l1J ill
un" s Ilr; 5'Il tonne! for 16mm, 7 ionrer for 18mm. and 7.7 mnnef for 19mm
diameter wires of 6 x 12 eonslruclion: Qu ite simply at about 70% of the nominal
break-load. (Sec Fig.3 n .) II would not W ,,"reasonable to t a ll th is the "slipIrm d" Or the "holding po..'cr" or the eye, and il is .so ..a Ur d lhm ot hu" l thi s hoo k

10,

The practice of using halrdouhle gromlTlels i. widespread, but rigging gangs and
ships' crews freQuenlly assume such arrangement will pro~ide a h"ld ing power of
twice the hreak-Ioad of the wire. Te.lS pro ~ed such assumpt ion 10 be wrong. In a
half-do uble gro mmel. with six grips used correctly as illumated in Fig.3.2 ~. lhe . Iip_
lo.a d will be ahout 11'1, lom.... f for 16mm. 14';' teene r fur 18mm. and 16',4 IO nnef
for 19mm diameler wi...,s of 6 x 12 construCl ion: quire simply 300llt I ';' limes lhe
nominal brea kIoad. The holding po",,,r decreasc. as the number of grips is red uced
(Sec Figs,l .l l 10 3.1S, and 3.40. o n b ier pages.)

I I.

The pracuce of using bulldog-grips 10 joi n two ends of wrre rope togelher to form
a single loop is 10 be avoided, and is roe approved by the manufacturers of either
wire rope or hulldog-g rips. Rigging gangs and sIl ips' cre ws frequently aSSllme such
arrangement will p ro ~ ide a holding power of twice the breakload of lhe wire. Tests
proved such assumption 10 be wrong. Bearing in mind the COlllent of (5) alx>~e . it
follows lhal, " 'here an atlempt i, made 10 joio lWO ends of wire in a loop wilh the
grips, there is 110 tailldcad -end in~ol~ed: holb partJ are worl inglha\lling parts and.o
there is a failure of the mechanical l'rindplcs on which the grips are designed It is,
howe ~er , appreciated that circumstances may demand some such arrangement . and
50 le<l, ",,, re carried our on a range of made-up 1001'S, The resulls ,,"'ere more
fa~ou r ah le than expected when six gr ipl w<: re used. In a single loop, wilb six grips
used correctty as illuSlrated in Fig,3.24 , the slip-loa d will be aboul 10 .8 ronnef for
16mm. 13.7 tonnef for 18mm, and IS '" toeee r for 19mm diamele r wires of 6 X 12
construct ion: Qu ilC .imp ly about 1.4 of the nominal break -load, The holding po"",,r
decrease s as lhe number of grips i. reduced . (See Figs ,3 36 to 339. On laler pal:es.)

12.

In a 50ft eye with lWO grips. and with one or hoth used in the re"e r~ manner _
Figs.3,2S, 3,26 and 3 27 - the eye can be nprcted to ,li p al IImd. nf ah nul 3,8
tonnef fo r 16mm, 4.9 lonneffor 18mm. and S,4ron nef for 19m m diameter wire. of
6 x 12 constructio n. These may be considered the least desirahle configuralions,
However , if used. do 001 allow their holding power 10 be greate r than half the
nominal hrea~ -Ioad of lhe wire.

13.

In 50ft eyes using only one grip the slipload will; O.25 NB1. with the gr ip pos itioned
in re ~e r ... - Fig.3.30. In effect,
correctly - h g l .29 , 0. 18NBL with the grip used
in the f,rst inslance , 16mm wire of 6 x 12 COnslruClion will slip at juS! uM er 2
to nnef: in the second instance il will slip al jusl under 1,4 tenner. As referred to
59

ear lier in Chapler 2. turnbu ckle ",'ith lhread diamc1er of 2.tmm or more ean sel
a pre-tensio n of .boul 2 ronnes. If ~uch a lurnbuckle .....as attached to an eye madeup
as sbown in fi g ~ 3 2<)13.30. lemion in the ..... ire could noI be attained - the eye ..... l'lIld
jus l keep slipping at the grip'

SOIT EYES

Slip Load

NBL X 0.50

,""

.ff

Slip !mid
NEL X 0,50

Fig.3.28

'I

""

,"

Fig,3 .26

Slip Load
_

~ BL

X 0.50

GAlXASrSED MARINE ft1RE ROPt,'

16rnm - 6 X 12 COSsmUCTlON
~,

l Brnrn - 6 x 24

COSS"TRUCl'lO.~

SOfT EYES

l'ig .J.29

Fig.J .JO

UNSAF'E APPLICATION
OF'
BULLDOG GRIPS

Slip Load '" NBL x 0.18

GALVANISED MARINE IVIRE ROPE

16mm - 6

12 CONSTRUCTION
and

1Bmm - 6 x 24 CONSTRUCTION

61

HALF-DOUBLE GROMMETS
Som~

nrhu Rep r eSElI1tu i l 'f' Slip l..otlds

fig .J.)1

Slip Load : NBL

J:

1.00

Slip Load : !iBL

JC

) ,00

Slip Load : NBL

JC

1.00

Slip Lo.d : SSL I 0.70

Slip Load ;

.~'BL

x 0.70

SINGLE LOOPS
Sam#? Other Represelltatil'c Slip Loads

..

..

l' ;g.J .36

Slip u.od :

.~BL

,,
"n,

!'ig,J.n

x 1.40

Slip Load :

Fir;.J.J8

, - - - - ;..,,
-c~

Slip Load

,~
_

~1JL

x 1.00

~'BL I

0.80

HAlF- DOUBLE GROMMETS

SI'iGLE LOOPS

W
)

"

i"
"I'

"{,

,I

"
I"

"

~ i!

J!
,"1
,, ''

I,I
,,''
',
,' ,,'
~

,I

!!
~

,'
, J

, I
I I
I I

I:

,,
,I
I

II

I,

,,
,,

I ,
I

(
\ :1

,,' I
,,

1,'
"

I'i g. .l.J9

Slip Lead : SBL

l'

0.40

NOT RECOMIJEXDED

!
N
,~
~

I :I
>
,
I,
,,
,I
,

I
I

)
I
,I

I
I

I,

"

E"am pr~

The calculation for a 2G- tonne load o f cuboid shape and even distr ibution using ,ingle 16mm
d iameter wires o f 6 x 12 construction with prope rly-formed soft eyes, , hackles and
hamhurger turnhue kles. might lay OUI as follows:I.

Lay Out good limber dunnage to spread the load eve nly aern" the deck aed'or hatch
cover. using a gratin g arrangemem if neee" a')' . Make sure that slIch looo ing is not
gr eater than that ,hm.1t as permi" ihle on the vessers Capacity andlor General
Arrangement Plans,

ii.

20 , 3 = 60 tonnef = holding po...er of lashings.

iii,

Effective hold ing power /slip-load o f soft eyes in 16mm ",'ire of 6 , 12 constructio n
0.7 " RI. 7,75 .. 5 '''' tonncf

IV,

5.5 , 1/1.22 = 4 5 tonncf do.... n....ard

5.5 x 1/1.04 .. 5.3 tonnef do....n....ard in fore-and-aft la;hings, (See Fig 1. 13 )

S'1.

The a,'e rage o f 45 and 5.3 '"' 4. 9 tnnnef.

vn.

60/4 .9 =

vin,
IX

Che ck that turnbuckle s and shackles are of at lea" equal matching holdin g rower ,
From TaNes 7A , 7R. 7C or 7D, select a shackle o f a) the correct proof-load if only
one lashing 10 attach, and b) Ihe eorreCI safe ....orking load if the shackle is 10 accept
rn:o lashiniS, For our purposes assume a) thar smail D-,hackles .... ill be used for
sing le lashings and b) thaI large bow-shackles will be u,ed for Iwo la,hing,
a)

In

transve rse Ia,h ing, . (Sce Fig 1 13.)

12.24 say 12 I"h ings in all: 6 tramv erse dn....n...ard 13 on each side)
and (, fure -and-a ft downwJfd (3 at each endl. with hale angles of aboul
55" and 13", re spect i v~ly .

From Table 7A select a !>hackle with a proo f klad o f at least $ ,5 I,mne"

bearin g in mind thaI proo f-load equals twice the SWL.
A shackle wilh a 22mm d ia. pin (dimension ' D') will iive a SWl. of 2.54
tonne s . equ ivalent to a proo f-load o f 5 ,08 tcn rcs. SO that is "01 g<l<"O<! e""ugh,
A sha~k Te wilh ~5mm dia pin will g ive a SWL o f 353 lom",s . equiva lent
10 a proo f-load o f 7.06 tonnes - so use that size of shackle for ~ i ngle IJshings

b)

h o m Table 7 D ,"lect a ~h ackle with a SWJ. o far least 5.5 lonnes A ~hack le
wilh a 35mm dia. pin i, the near"l p ro\'iding a SW L o f 5 ,g4 Innn~s _ use that
size of ,h ackle for the twin I" hing, .

Fro m Tahles SA and SR. se lect the correct 5ize boule. SC rew, .nd lor turnhuckle5,
",su ming that each lashing will be provided with its o...n boltle - ~cr~ .... or tur nhuekle,
And he re it is arpropr iate to think in proof-loads 10 balance the ~Ii p- Ioad of 5.5
lonnef in the \Oft eye lashing s. again bear ing in mind Ihal the rroo f-Ioad of a
turnbu ckle/bottle-screw is more likely than not to be [V,.'ice the SWI. and two-Ihirds

65

of the break-load , Hence. a boo le-s.crcw with a Z9mm dia, s.crcw thread ...ill pro.'ide
a proo f-Io.ad o f 5.59 tonnes , cquivalenl to I breal-~ of about 11.39 ton~ ~: but a
harnbur"Jer rurnbuckle wid! a 24mm dia, s.crew thread would pro o'ide a brca k-Io.ad of
IS I.ON'ItS. cqui,aknlto a proof-bad o f about 10 tonnes ; '10 cost and a, ailabiliry
...QUId l oooem the type and sile to usc for the S.S scnee r ~1ip- 1oad u.hin I S. Of
course . if only brcer si;r.es an~ available. usc them ; bul there is no point in ordt'f ing
and paying for connectine compcnerns of lOG treat a u renglh ...hen compared Wilh
the othe r "hnti " in the "chaln ", 50 to speak.

Us ing 16mrn 6 Jt 12 ",'ire calcul. . the slip-load ...he n u~ing : al '10 ft eye. b) a sinclc k"'J' and.
c:) a h,t1 f-doublc Crommet each in the best and COlletl manner. !See Ouplc:r 2. Table 2 and

FiJs .3.22, 3.23 and 3,24 on p3ie 61.)

From Table 2: l6mm 6.1 2 a
b.

c.

~IlL

- 1.15 ronnef

soft eye - S a L . 0 1 = 1 .15 . 0 ,1 . so slip-load = 5.4n tl'flnef( say L 'i lonnel).

~ i nlle loop = S BL . 1,4 = 1.75 .1 .4, so ~Iip-Ioad ~ 10 ,85 lonnef.
half-double grommel ,. SBL 1 1.5 =- 7.75 1\ 1.5 . '10 sl ip- ~ =- 11,625 tonnef.

t:u ml* J
If you only h d 12 bulldol grips to fil !Smm ...ire and the on ly ISmm ",'ire availahle ..." IS of
6 24 c;onstruetion. how cou ld you usc those I rips to provide the ,realest number of la"hinls
.... ilh the hit hclt aggregate slip- Ioad~ (See F it ~ ..\, 22 to 3.40 . inclusive )
Usint all soft eyes each ",'ith 3 I rip~ . would prov ide 1"' 0 la,h inls each of slipload S AL 1
0 .7 '" S8L. 1.4,
tlsing all hlf-double crommcu n odI ...ith 6Crips . would pro,ide 1" 0 lashin,. e:s..-h of shpload NBL . 1.5 =- ~ll L 1 3.
Lsin g all ~inlle loops each .... ith 6 , r ips, v.-ould pro o'ide t .. o la)llin,~ each of . lip-Ioad ~ DL
.1.4 = SBL. 2.8 .
So grip- Ior -grfp the half-double grommet looti the best. but using 6 gr ips per eromrT1<)t still
only gi\'es two lashint s , If 4 t r ips per grommet were used . the re<ult would be 111r(~
la~h ingl each of ~ B L 1 I ; bul if 3 gr ips per , rommel ....ere used as shown in Fil S :\. ~ S. the
result would be rour lashin" e3Ch of l.hp-Io.ld SR I. 0 .7 ~ .... UI. :.; 2.8
The SBL o f 18mm 6 1 ~4 ....-ire is 13 . ~ wnnef, so tile Fit .3 ,35 c;on liguralion ...-ou ld pros-ide
four lashinls eadl of 13.2 1\ 07 - 9.2-' tonne f slip-load. Oc-pend ing urr'n the sil1e_ shape.
and ....-eight o f the !;argo item. therefOfe . il may prove more efrleicnllO usc foor lashings C3ch
of 9 .2-' tonnef slip-load rather lh3n NoV 10000hings each of 13.2. 1.5 = 19 .8 tonnef slip-lood
(i"rIole; wh erever Ia.sh in" ar e madeu p ol h ~r lha n a., iII u, trlttd in ri~ . ) _22, ). 2] a nd
3.24, it il; nf ul m",' im vort a nl;"C' 10 all",. , no mUff t han the apprcpr ta te rep.........nlati. t
. Iip-loa d I

J:n mpl~

With a lashing sup-load of 5.5 tonnef. use T ahle I , Chapter 1, 1'.20, to find the base ang le ~
in lashings to provide: a) a vert ical and lransverse rema inl of 3.89 tonner. b) vert;cal and
fore -and-aft restraint of 2.32 tonnef, c) a horizontal remaim for fore-and-aft and tranwer<e
lashing! each to provide a vertica l re'lrainl of 3. 15 tonnd,
a,

45".

b.

65' .

c.

35" in the transverse direc tion providing horizontal restraint of 4.50 lonnef; 55" in
the fore-and-aft direelion providing a ho rizontal restraint of 3.15 lonnef.

(See, also. Tables 9 , 10 and 11 Ialer in !hi. Chapler.)

Wh"1 sit e of hamhur ger lurnb uckle and suitahle conneCling shackle would you U'l' wilh a
single ha lf-douhle grommetla,hing made up in 18mm (, . 19 wire a, shnwn in rig ,3.23 on
page 6 l?
From Table 2 (page 26 ). 18mm (,. 19 wire ha, a Nil!. of 14 4 lonnd.
From l' ig,3,23, a half-dnuhle grommel made up correctly will pro vide a , lip-load (hlliding
power) of NIII . . 1.5 .. 21.6 tonnd .
From Tables SA and 81l (page 42), you could u,e a hambu rger lurnhuekle of screw diameter
39mm, providing a hreak-load of 28 lonnef equivalem 10 a I'ronf-Ioad of aoout 19 roenes.
(You can now see why using wire of greater Ihan 16mm diameler requir e, much larger
lcrminal components!)
From Tables 7A, 71l , 7C and 7D, selecl lhe lighleS! shackle proof-load to match lhe la,h iog's

sup -toed. A quick scan through the fllm Tahles indicates thai pin-sile for pin-sif e the , mall
Dshadle provides lhe grealeSI SWI..
f rom Tahle 7A , a shackle wilh a 44mm diameter pin has a SW L of 10,92 toenes. equivalent
10 a proof-load of 21. 84 tonnes, so use mertype and site of shackle.
Enm pl~ 6

The 58tonne cylindrical pre" me unit shown in Fig. 3.4 1. on the neXl page, is 10 he carr ied
on lhe port side wealher-deck of a Panamax hulker of 66OJO lonnes deadweight and heam
32m. The vessel' , departure G~f is pre-calculated as 2.35m, The permissih\e loading on
the weather-deck is shown on the Capacity Plan as J. I tonll\:ii/m' . The pressure unit may
only be supported externally at the three places marked on its external surface . each place
cotnctdcru with Slro ng transverse imernal wash-plmes. There are o nly eighl lashing-lugs
four each srce each capahle of safely WSlaining a Slraight pull of 7 tonnes,

nKfI

flo

, 4 ... '" ...,.,..,.. .... _

'"ID

@J
1.9! m

TI

Ii,;

0..1 ,.,.... ""'.

-- -

!JJ

/,
.
-

-- -- ('0... ",..-..h!

FilJ ~ 1

Procedull::

Cakul;)l~

d,
e.

the roll period ,

De<:ide ",1IaI rule for la.hinl OIrengtb 10 apply.
How many l",hi nl' ", ill be used . :md of ",h<l1 coescucnon.
C alcu late the load '{'read ....ea and I)'pe o f d unn:lge 10 be used
Decide how the unit will be cradle d,

Start:
a

Roll per iod

b.

c.

(C hapte r 1 - pp .9 10 I I)

T = Q 7x l 1
v'~

b.

3S

1\ roll period of 14 6 Kronds " len ";" e-r~ than D Krotld. 10 it ;, reuo"",,,k' 10
awly !he 3-lime-s ruk', 1Chapce-r I - pp . l ~ and D ,)
68

c.

We igtu o f unil for larJIing purposes - 58

3 = 174 tc nee r.

1be lubingl ""hidl allxh to the IUgl 1hou1d no! ha'~ a direc1 poll 11ip-lod much in
uu of 7 IOnnef; bullhow IUCI provide !he only Soafe meanl o f aruching 1a-<JiinCI
...iIh fonooard and aft rnol: ion 'K~railil componelilS He-re ...e enoou~ !he fir~ o f
1M conneclion- problems
We l ..,..' from Chapce-r:! . p .u. lb.- prelCm ion ,n Un o f :! IUnneI is "'" easily
arwn.:>ble ", ith !he ordinary 1I1e1 o f turnbuckle lihly 10 be' used in dapo---day eart-0
la\h inc Ofln'2Iionl: '10 if il reasonable 10 aa..-tI ""''0 l.i\hinCI 10 udl IuC. :IIICIod
~ally in I forvoard and al'l direction. and en...,inc Ihar!he indi.idual . fil'"lod of
uch La\h inC does flOC e.ceed 7 Innncs
Re fer to Chapler 1. PI' IS 10 19. f,om ...hkh it """,Id aproear rcalOnablc- (0 ulilisc
Fig 1.15 the 45"/45 triangle - in ",'hich each lash in. ...ill pr ovide 71~ of it.
holding power in a longiludinal direction and 11 ~ in a Tran'VN<e d;rcclkm. as
indicated in Fig . 3 ,42. below .

'" I'"
---4:-, - -

71"

71 "

/', .1 1,-,,,,,",,/

C"n-<ull Table 2 . Chapl cr 2. p ,26 : !he 18mm 6.1 2 ""Ire hJ..l a '\llL of9 ,8 IOn ncf.
and a slip-IoOid of 9 8 0 1 6 ,86 lonnef if made up ...ilb soft e} el at ea.:h end a1
.oo...n in Fig32 2.
[jghl l3\hi ncs e~-tI o f 6 !if> IOnnef - 54 88 ton ner. Soay
55 tonnef L"se hamburge-r tll~ lb o f 22mm 1CT"oto di~r or bonle-..:r"",'
...ith a 32mm ....
...'" d iame1er .
T3bles 8A and RR )

rsee

Each pair of lug lashings ...ill be aru..'"hed by a single ICe bcN>1ha.:kle ... iIh p ,n
dun 7 lonnes Tab le 7D. P 4 1. ind,cak.
lhrou gh!he lug - Iuv inC a sWL o f no!
a SWL o f 7 .36 IOrtnI:$ for suet! I \hackle with a pi n d Iameter o f 38mm ,
tIul
lyre and s;ze o f \h"",L Ie.

Ie.,

"w

Now it could be ",id with 16 lug lashings rattler than 8 - thai we ~hould allow their
aggregate holding power to be 16 x 6 ,86 '" 109 .76 (say 110) tonnef, but th~ la,hinjt
gnd SKUring or dn;k ( argoes Os not an nact science: tI>e lugs are safe to a load of
7 toenes each. so we must use thai as a g,werning factor. Hence , 7 x 8 '" 56 tonnes
is all that can be allowed by way of lug la~hing s .
Taking 56 from 114 leaves 118 tonrlCS of lashing strength to apply w;toout using
lami ng-lugs on the unit, It is unsafe to tHe lashings around the unit's snucturat
projections wIthout pr ior knowledge of their strength or susceptibility 10 damage ; so
o nly circumferential lash ings can be u\.ed , ami on ly in areas of known Slrength . say
two each side of the three internal wash-plates - six in all; so 118/6 '" 19,7 tonnes
slipload per each circumfe rential lashing.
If each of the circumferential body lashings is made-up with a "' ft eye al each
termination . the slip-load will be NBL x 0 ,7 - cumulatively because of e e mc chan ie ~l
advantage gained by the "wrap-arou nd" application of the lashings , aod in a way
which can never be allowed where soft eyes are used in a str~ill ht- l ine la.,hing a, in
Fill.3.22. In Ih ~ f il:.J.22 app lica tion l h~ slip-load is "'HI. ~ 0.1 " li ni, h . not
1"HL ~ 11.7 ~ 2.
Consult Table 2. Chapler 2, p,26 . again: The 18mm ti x 19 wire has a ~ B L of 14,4
tonnef As a soft eye , such wire will give a slip-load of 14, 4 x 0 ,7 '" 10,08 tonnef.
of wh ich 12 such terminalions will provide 10.08 x 12 '" 120 ,96 (say 121) renner.
This covers adequately the 118 tonnef required for the 6 lashings to be used
eireumfere ntially, ami errs on the safe side Use hamburger turnhuck les (If 2410
26mm screw diameter .
d.

The "'-e ight spread area must allow for 58 + 5 % = 61 101l1lCS. (Chapter I, pp.5 to
1 .) The ",-eather..:leck' s permissi ble loadin g is J .l tonr>e 'm ' ; ' 0 6113.1 = 19.8m'
for the dunnJlle area, The unit i, 10m long. so if the d unn..ge lengtll is restri cted to
10m, the ....idth must be a minimum of 19 ,8110 = 1.98m, say 2m. Ab o. it mUlt be
remembered that the unit has only three acceptah1e ~uP PO I1 points.
Use 9" x J " (230 ~ 15mm) ",hite pine deals in pairs. Use 6 d~a l , in pair<
longitudinally each about 310mm (12") apart . Us-c 6 oeats in pairs tfanw ersely
nailed to the longitudinals to form a grating.

e.

Use si~ large rediu sed cboeks, o ne aI each side of the thre-e ~ru,,be ar. rs . t" cradle
the unit , each choc ~ 10 be firmly secured in place when loadin!! oomplete and before
la,hing begins,

Prior to lashing, the arrangement should look as shown in Fig.J4 3 on the nexl page.
The final lashing and securing of the unit 'boold look a, shown in l-'i g 3 44 . o n

pag~

72.

It is worth considering why the circumferential body lasbing, have been applied in fig 3.44

a5 they have _ different . that is. from the "preferred method " for , uch "tanks" a, illustrated

70

H",.. d."""p ,n"i~, i~

&./;.,'" 1x.Jy ,"' ~ Iu

Ix~'<d
f'<.,ili"",

'a

f'I"u.

...i,~ JiJ,

f'I,.... .

(Not ro

_, ca /~)

Fig.3 43
on pp 22 and 25 ofth~ IM O
The rea.nn, are two-fold:-

("od~

of Safe Practice for Cargo Stowage and Securing. 1m.

I.

The IMO half-round application of the body la, hing, fail, to make use of the
mechanical advantage to be gained by taking the lashings full around.

2.

If ore . or rour end conrecnons should fail in the r ~fO application the l an ~ " would
become released enlirely from one Iran, verse reMra im in ore dirCClion, (1nly , leaving
an unbalanced arrangement

As used in Fig.3.44. the mechanical a,h-antage i, gained. and the failure of cee . (1f four
end conneclion, (wh ile undouhtedly parcially releasing the "lank" from transverse restraint)
<till Ieave< ilS companion la, hing aCling in both trans verse directions rather !han one. so the
arr angem~nt remain< balanced.
Thil should nol be read as a criticism of the
difkre nt iong-snnces" !

1 ~1 0

Code: more a que'lion of "difkrent ships,

One imporcant aspect remains' Ensure that rne lashing poinls on the .h ip
number and adequate in strenglh for the lashing. lhey will hold.

"

ar~

,,, fflcienl in

--"";g .3.44

---

( ' aulion
A Voo\)rd of c:lUtion befor e deciding to u<c half-double gromrnel ~ f~ l"'B L 1.:0; ) :lJld ~i nile
kJops (31 1\"81. " 1.4 ) as ~ to single eyes ( al NBL " 0 .7) . At one terminal end in die
i n~unce of a half-dooble grommet . :lJld at e~h terminal end in die instance of a sinf;1e kJop.
\here is no more material lhan at !he term inal end of il ~ft eye.
If a properly made-up single kJop breaks adr ift, you have immedi.:ately lost twice the IKllding
power atlowable for a $O ft eye : if a proJlt'r l)' made-up half--double J rommct hrcakl adr ift, you
have lo~t more than I", ice the holding power allov.able for a !10ft eye : !.O it il mo~t importaot
10 ensure Ihat the lerminal emh are connected by shacklel or some Olhe r form of smooth .
non-sharp-edged. component.
For im t:mce: I" Mead of 25 ~incle eyes . fO!' c(\nveni(nce lIr1d lill1C' u ving. you Doe 12 half
dooNe c rommeu of 16mm 6. 12 wire to 'Ie(U!"C a 46-r0nne item of deck carlO. If one of
1M half-double Jrnmmeu frxlures al a poor term inal ec>nllCC\' ioft you lose 8 ~ . of the toUl
hnldinf: ~r : if a 100ft eye had failed you wnold have lost only -4 ,{ of lhe lou l h.okI ing
~r_ As rem;arked earner , lashing and SC'CIlring of deck carrroes is I'lOI ao eue' l.Cience:
it's freq uemly a case of a l:>alanced trade-off. t>uf !he trade-o ff should he hased on
information and a few quick calculations {he bal is ftlr ....hich {h is book htlpefully r m" ides ,
tllldilin"al LMhill ,\ n ~lr TahIr,
II will be recalled that Table I in Char ier I pnw ide,J a quick ~ans of as<cs, inC vert ical and
jraruve rse restraints for l;Wtings ...ith a hollling power (If 5.5 ttlnnd. Ilcreunder . mree
additional Tah1es for half-doublc gromm<:ts and ~ f1 eyes of l realer holding J'O"'Cr.
M 1, 16 mm ,

I ., .h jng lIo'di nl Pmorr 11.625 T onnd

;1'r_Doublf G D1m md c

BilLE ' _I I

,"mim'.

Jran ~' mr

IU

&: [ or t=i!nd-AO Rnlrain!l

LaoJling Holding
Power
To nref

Vertic al
Restraint
Ttlnnef

Tranweese and
Foreand-Aft

90

11.615

0 00

11.625

11.615

1.0 13

11.581

11.625

2.0 19

11 -l-48

"

11.625

3 cos

11 .229

20

"80
"70

11.625

3.976

10 ,924

as

es

11.625

4 .9 13

10.536

30

60

11.615

HB

IO,(l68

as

"

11.615

6.Mll

9 .523

50

11.625

7.472

"

11.625

8,220

.""

Base AnJle
De grees

,
10

40

"

Pe ak Angle
Degrees

Q!U'("I I) \l

73

Re str ain t
To nre f

II 220

1I , 6~ 5

8.905

7.472

ss

'"
35

II 625

9.523

6,(,68

60

30

II 625

IO,Of,!\

5. 813

65

as

11.625

10. 536

4 .9 13

70

10

II 625

10 ,924

3.976

75

I'

II .615

II 229

3.009

50

Fo r single loops with 6 grips: in 16mm 6 ~ 12 wire usc Table 9 value, muh il'lied hy 0 ,934 .

En In 18mm 6 \ H Wire
Lwh jng lI olding I'o\l cr ?,2U.onn t f

H B L t: 10 . CoITtelh ~! ade SQrt

\'([Iir a l. ..lea n~ \'fO r .6>-.f !,lr [:Jl n d- i\ ft Res Ir a in I:;

Hao;e An gle

Peak An gle

Degrees

Degree,

La,hing HQlding
Powe r

Vert ical

Tonroo: f

Restrainl
'roneer

Tran",crsc and
Fore-and-Aft
Re m ain!
Tonncf

90

9,24

0.00

9.24

ss

9,24

0,llt

9.20

10

50

9,24

1 60

c.oe

I'

75

9. 24

2.39

8' H

10

70

9,24

3.16

8(,8

zs

65

9 ,24

3.90

8.37

30

60

9 ,24

'6'

8 00

35

"

924

5.30

50

9 ,24

,,,

7.n

"

"

9,24

653

6.53

7 ,08

5,94

"

'"

9,24

35

924

7.57

5.30

60

30

924

' .00

4,62

65

as

9.24

8 37

3.90

70

20

9 ,24

8.68

3 . 16

75

I'

9 ,24

g.93

LW

'"
50

[t w ill be appreciated thaI Table I , o n 1'.17 earlier in the book. ;, fw 16mm ("
made up correctly with a soft eye.

7.0R

12 wire

TABLE II I!a l[_[)oyblc Gmmmd Comd ly Madc In Um m 6 II 24 Win

I a sbinc lI o1djn, Po .." 19 8 Tan nr!
YrdKaJ . Transyme '" Fort-Ind-AO Rcstn inlS
u.billl Holdina

VM ical

"'-

Resuainl

Fore~-An.

Tonner

Tonnef

Restraint
Tonnef

90

19.80

0 .00

11J.80

es

19.80

1.73

19 ,n

10

80

19.80

~U2

19.13

20

"

19,80

'"

19.50

70

1980

6.71

13,61

zs

ss

19,80

8.31

17.9S

JO

eo

19.80

990

l7 . IS

IU6

16.22

.,

"
.,

19,80
19.80

12.73

IS,17

19.80

14.00

14 ,00

80

40

19.80

1S-17

12.73

"eo
"
"

as

19.80

16.22

11.36

JO

19.80

17.15

9 90

"

19.80

17.95

8,37

20

19.80

18.61

6.77

l'

19.80

19,13

S.12

Due Anl le
neerees

13

as
40

70

fbi< .....
De, rees

80

Transvcnc

For sin, 1e loops .... ith 6 , rips: in 18mm 6 1 24...-ire use Table 11 u luts multiplied by 0.9]4.
These Tab les do DOl: plol: as w-ai&h!lines: the y are sl i&htly CUf\'ed. Se~rtheleu , for the
degree o f accur~ rcquiml , it is acceptab le 10 treilll the tabular :a1ues as linear, thus 11IowinC
d irccl illleTpfCUlion belwecn any fi..c dclrec values .

Eu mple:
In Table 10, whal wo uld be thc approximate a) crti cal and b ) tran, eue fe' trai nts in lashings
with 1 28' base angle?
I)

Al 25' vcrtical Tcstn im - 3.90 tonnef

Al 30" \'Crtial resuaint - 4.62 !OIInef

At 28" vertical restraint

= 3.9

+ (4 62 - 3,901 x (28 -25)

+ D,n X3

3,9

s
= 3.9 + 0.43
.. 4 33 tonnef
b)

At 25' transverse reseaim .. 8, 37 tc nnef

At 30' transverse restraint = lUlO rennet
At 21r transve rse restraint

= 8.37 -

(8 37 -800) x m\ 25)

= 8.37 - 0 J1 x 3

= 8.37 - 0. 22

;; 8 15 tonnef
D--Rings, Lmihing- Lugs , Pad-Eyrs , Ete.
Many a ,,-ell-stowed, weli-se<:ured deck cargo started 10 break adrift beeause the lashing
terminal points were either 100 weak to start with or overloaded with too many lashings. To
spend the time and trouble !O complete a well-balanced stowage and Ia.lhi ng arrangement as
illustrated in e~ ample 6 and Figs,3.42f3.4 4, and then to lose the cargo l>ecause deck terminal
lashing points failed would be unfomlDate in the extre me.

The most unfortunate comhination of events occurs where the lashing IU8 itself and its
anaching welding are of ample strength, but the sub-structure to which the lug is welded is
of much reduced strength, This situation arises where heavy lug. are allached to lightweight
deck plating or bulwark plating on a ship, or to relatively thin plating forming the casing of
a high-value piece of machinery.
One of the mose useful (and now more common) deck lashing term inal point! is the P oring
made of drop-forged sreet. in either single or double construction The dimensions of such
rings govern their intrinsic strength together with the length, type and depth of weld
attachment. The constructions shown in Figs,3.4 ~ . 3,46 and 3.47, for instance . illum ate that
a.

A single D-ring with a t s -rcn ne break-load will have weld-runs of lOOmm

length cadi side of the connecting saddle.

b.

A single D-r ing with a l O-tonne break-load will have weldruns of lJOmm
length On each side of the conneeting saddle.

76

_'.

..J"~_

f ig

~ ~9

71

A sini:le and a double D-rini: with a 36-tonn e break-load w ill have weld-rum
of 140mm length on each side of the connectini: saddle.

All for drop-forged malerial of yield strength ....-ell in excess of ordmary mild steer.
But n is nOI only deck terminal points wh icb fail; the IUgJ On the cargo il,;elf may fail from
similar causes. so due consideralion must be given 10 their strenglh . also.
Shore-based engineers consistently under-estimate the forces lilel y 10 be ge ne rated in the
lashing lUi S on their machines ar ising from the pitching. pounding . scending. and rolling
mot ions o f a ship in severe adverse weather conditions . Vertical acccteeancns of as much
as 2g may be e ~ perienced momentarily in the forw ard part of the ship: thaI is .... hy the "3limes ru le " is no more than adequate when \ecuring dec k cargoes, O ver the years the author
and his colle agues have been called upon many times to invesligale the failure, nf la; hing
point arrangements. and a more recent instance may ser ve 10 make the rorm.
The external lifting lugs on heavy. higb-value. trans rorrrer u nits ....'ere of round ed tr iangular
share - 45mm thic k. sho rt stra ight leg 18Om m. welded long-kg fi90 mm - as illustrated in
cotour Plale F between ebapters 4 and 5, O f themselves, wben properly we lded. the)' had
a direct (in plane) brea k-load in excess of 100 ro nnes. There ....'ere no inSlnlClions 10 probihil
their use for lashing/securing purposes , ar>d lhey were so used On tile ship. Wil hi n ~ .J hou rs
of the ship putting 10 sea the lran sformer unilS were adrift. The la., hing! bad been applied
ar near r ighI-angles 10 the planes of the lUi S and the lUi S had simply lorn adrift al rhe sub
structure. as shown in colour Plale F. 1l was then seen thatthe sub-structure provided by the
tr ansformer tank wa lls 10 which !he lugs auached was of 00 more tha n IOmm th id ness.
Analyses eonfirmed u ie lugs and lank ....'alls 10 be of general construcuc na! mild sect free of
dejecu and !hal the welds had been fully and corre ctly complete d. Calculations coufl rrre d .
however , th at if forces at the eye were applied at r ight-angles to the plane of tbc l\lg. then
lhe sub-structure would fail al loads o f abou l 3 lonr.ef' Saving a fe..... dollan hy n'" applying
adequale reinforcemem 10 the sub-structure resulted in a damage claim of sever al mi II ions of
dollar s.
The impo rtanl thi ng 10 remember .....hen assessing the weld conr.eCli'lIls for D-rings or any
Olher form of welded ter minal is that construClional and classification consideratioM require
that the yield slrength of !he weld oonr.eClions shall be at easr equal to the iotr;", ic yield
strength of the material ....-elded. Ord inary sbiphuilding mild steel. for instance , ha' a y ield
slrength of aboul 235 Nlm m' ; so il follo.....s thaI an ordinary mild st~l la,hing plate of. say ,
20mm thic kness should not be welded 10 ordinary mild steel plaung of less tbid ness, In
other w{lrds, unless the yield Slrength and thickness of the sub-structure are known to be the
same or better than the proposed lasbing plale , play for safety . If necessary . decrease the
size and increase the num!>er of the lashing plates. and reinforce the sue-str ncmre when
term inal points are required to be welded 10 any part of a ship's ltruclure.
Lloyd' s Register , for instance. recomme nd thar eye plates (lashing plales) are not 10 be
welded to the upper side of uie sheerstrake nor, in general, are they to penetrate the stre ngth
deck plating , Deck. bulwark or other plating is to be of sufficienl thkl ness 10 wilh,t and any
shear for ces that may be incurred in way of eye plates (lashing plales) due 10 a,ymmcl rical
loading of the eye plate (lashing plate). and such plaling is to be sliffened as necess ary 10

78

pre vent dodor malio n under dired eye plale

( I~ ing

plalel loadings

II is I\(l( lhC' inte ntion of lhis book 10 provide ee Ill.lIhenwic:s of \he strenglhl of .. dds ar.:l
strucum"J steelwork Hov.-evtr. one (It" [""0 rougtllJUidel do I\(l( 0ClllY amiu. and fTUy a~1 ist
.. hen "..w.e do' h:p 10 be
'fold Iy and '" ithouI e.pen led,"il:~ \laff filS J J~ 10 3 51
illuwMe \he 1e'rms .and types of "'-elds likely 10 be enroulllered in laohing ",k

.s.-

Fo r inslance , in siml'le lerm, it i" safe to .assume thal ordinU)' mild 'leel of !Jl'phui\ding
qualily will have a yield menglh of ahoUI 24kgf/mm' .
Conslder an o rdinary mild steel plure " f 20mm thickocn as shown in Fir ,) ~2 , I'fOpcr ly
wt'l ded I" a sub-structu re of similar sled 25mm th;' k. An eye ha. t>e<. n CUI ,monlhly l<l
create .a lashing lernlinal
Au ume lh31 !he !be'" yield urenrlh ot \he weld is no ben....- .and no worv than tho: War
yield "length of !he Keel. ie ~,ngf.'mm'_

A"ume pu ll \l ress il in the direclion "f !he .lITO"" - A (0< in Iny direction in ,",'h, ,'h lhal
,hackk -pin hea" o n the inside wall of the eye as ,110,",'11 ,

.- .- . ..- .. -_.,.
-_. -.
0' -

' ."

' '':''

'

_ _

-, ;. " . "

----' ~

.~

__

"""_ ~."

"

. .. oM

"

,,---~.

--

Then for lashing plate eye'

aTe.:II

of section under Iood - 2 (20 _ 201

=

SOOmm1

800mm ' C 2-ikl f/ mm' - l~OOl;gf she;ar yield urength

l.e . 19,2{) wnnef
or 9, 6 wnnef SW L
Cons~r now the WM yield ureu of the weld when subjected 10 a direct flUll in the
d irect ion of the arr ow - 0 TIle side ...all ",'i11 be under !heM loading ove r 311 ;area a, \hov.n
in rig.3,n.

IM-><"' >WI

. " '-

'\\ \ \

..

. 1- -

Fig.3.B
Then lhe weld side wall area = 2 (160 _ 8) + 2 (20 8)
'" 2560 + .,20 - 2880mm'
28SOmm' @ 2-ikl(1mm ' - 69120kgf thear yield ~lrenglh
i,e, 69 ,12 IOnnef
or 3.$ 56 IOnnef SW L
So lhe weld is roolh 1y 3'''' limes as u rong '" lhe b,)hing: lerm i ~r ...hen subjted 10 direct
\heM ureu Io.adin,. Such a bl-ge differelllial will dimini""- ..-hen the lNdinr: on I~ ... dd is
not direct. ie when other than in !he direction o f <iI1'O\O- D . bull'1Of 10 lhe e_'etll flf taking
il as Ifl.... '" the shear yield ~1rI:nglh of the eye

1~--

Fig.J .54-

'

....,

..

~~

.-

Area of ",clion of sub-structure under shear stress = 2 (I (,Q ~ 25) + 2 (20 . ::5)
= 9OOOmm'
9OOOmm' @ 24kj\flmm' ,. 216000 kgf yield strength
i.e,216 ,0IOnllCf
So the sub-structure. under direct ,hear stre". will have a shear yield strength roughly thrc'"
times greater than the la,h ing lermi n~ 1 weld and roughly eleven time s greater than the
ter minal eye . flence, this lug sire. efr"iemly welded to this substructur e. will provide 'I
SWL of 9.6lOn nef with 1\0 risk of failure to the substn,cture - pn ... i,l~d lh . 111111 _Ire" j_
in lhe di......:t planr of lhr lUI:' if lllr pull stn" d n i<lIt'S 10 tlnr , ide II( Ihf pl"''le of l h~ 1" 1:
bro dill g "'O""'"ls arr gr nera led " ilh lhr .-.Fit'" f>l l;" lrnp hie rf , ,,l,, i ll ,,< l ra t~ rl in !'!;ote F.
There is. of course, a large range of ready-made lashing phtes ohtainJb le from '1'C~ ;ah s{
manufacturer s such as Coubro & Scruuon 1.td. InlcrnJtio nal La,h ing Sy" cm" r om'cr
I'lgenicur Techn ik Gmh H, Peck & Hale U d. LiIlC Fast {""'rorati"n . and othc," l[l(l
numerous \ 0 mention , A few of those lashing pial' S are illuslrated hereunder as Figs.3.SS
to 3,61 .

ODOO
l'ig,3__~ .~

Hg ..l 57

Fig ., 5R

I~) [I
I tg..' 56

(a:

f jJ ..l 61

Fit:.J ,fiO
1 ~.

P"d ..., ,,, . Fig 3 62 also come in various ,i tes and m ent:lh,. and Tal-Ie
"rovide. a usd ul reference

I>clow.

I' ,

.
,

T.\R I F: P

J'mnf , l

--. . -.
....TO

~ .

...'. "..
.... . .. ."
... ,

....
"'

r'

I' d ..- ~

."

I' "

....
.....

-.-.. , -. .. - ."

..s

-,. :1 - :1
a - ., .., ,-

..
"
..
,I .
,,,, :,
':,. - ..'.. . ..
I

CD
,

'"

"

..
" , "

" ..
'"
.,
".

"
..
~
I'
"
,. .. .,
,.
"" ,, ~
, ,. , , ,.
, ,
"
,

'

"

. '-

.... - '.
-.

"

',"

'.'"
."
..,..,.'."

. . '. ..'", .
.
m ......
. '. ". ...
-.~

- -

Fire a nd t:'pk "inn IIa:rard.

The nd for c~, thoolhl and plaM in.. bl.'for e an y "'-eldina of l",h ing term;nal, 1a~ n place
cannot be 100 are31.1y emp/l.n i~ , bearine in mind thal. tho: m3Chmcm o f 'lUd'llermj~h mOl)'
our when Sl_"3&e of bl.'lo'... -dh careo il ",-en advill'lCCd or mJ)be romp~ed . ..... ith ,ud!
ISpKti in mind , l!'le laM part o f Ch:lplet 2 is tI<R rtp:31.cd in ful l
Bofen any v.oeld ine il eff'ltd on board l!'le ' -en d it is o f ee UlIno,,- ~ III obtain
I "h<.lI ..ork ~ irlt31.e from lilt pon 'harbour lUt!lority. Of) ' O f '"E C, I .TCI T illS
0

R U.: ~

Male sure th31. tho: porllhart>our luthorillcS arc in pc .c" io:><l of AU . Rrl .F \'.... ....T
l....m RMATIO -.: RELAfl"' G TO ),Ol 'll SHIP A.... D ITS CA IlCn
~13'e

l ure that the "'-e lding contractors and /or the , hip', omcers and crew are
carry out and/o r adequately ''' l'C'rvi$C: the ~ Idi ng work.

rom~entlO

In the spnce !>clow the wealher deck . place not le"than lWO rcliahlc men, each surplied w;lh
two (2) .u ilahle l"'rtahle fLre-cxtinllui, he rs
In e e SJQCe below the wU lker-dcck. spread purpose ~ thid ast>e.tn. d lec.,ine
immcdialdy bene ath each poinl ...here ...-eldinC i. beinC effe>:tcd , no not al\cr.!.' 1\0.1" n ea l o f
...-eldin, if only one area can be pro(eac-d by the ast>c,to, sllet1l'oe-knoRill fire h<ncs on ded , ...ith adjustable spray ljd lIOu lcs. Ind "'nh fun "'3Ie r rrcnurc on tho:
dec. fire-line .
ma;nl~n I ...'3:lc hlTlm in lhe l-f'X'(' t>elmo. for 3l. In.. four
hours Illerelflt'r _ A ship', o ffICeI' ihould be d irccted 10efft I lhorou gh e um il\3linn ,n \hie
sracel belo..... be fore tlloIc ~, are clo~ and 'or ~ened ,oo"'ll .

On comrletion o f 111 "h<.lI Ito'Ork o,

IF I.... OOl lRT - OO...T WEI.D'

If any re3<kr conl iders the forel o ine rulel 10 be unrealill; c , lhe a,n hor wtuje pk a<ed 1<J
pro,'ide delails of in,t ~nce, ....here by-pauinll such common.sense requ iremen1, ha' resuhcd
in cat ~ l l rop hic ~h ipboard fLre, o n lhe Olle hand. and cataslro phic e _pk)~ions and 10" of life
on ine other!
J'I.a..t it:C"....~ d wi.... ' Th~ Ib nl:r n
Co lour I'lalC G, bcN.'ttn O aluer1 " and~ . i lTu'trate~ pla,tic frV\) coated ,al~anised
Ilandar d marine wire rope o f Illmm diameter and of 6. 2-t oonu ruet ion. It i, e<>mmnnly
uloCd 10 furm , ripe . and tr icinc pcnd.lllts for shipl ' lif...ooaU , Ike tarrau lin hold;ng dov.l'I
II"nn~mc"l across lrad ilion3J t imbcrand-car... .n h31.ch OO\'ffS . and 1IW1it:a1io" .... he-rc:
the stre nlth o f dle ", ire is required ...ithoul in cua ine /chaf;q:e chal"ackri",ics Its
1IWlitarion for IUrinl carl O ite-ml is unt10ublally appe;>lonl . huI iI must he used ...Ilh
C3 and Ol)I'ISidcr31.ion.
In .. iCfin of ltII1 effceted by the IUtItor 3l. the tell-bed rrcrn i ~I o f R Perry &0 Co . Lid .
of Rirkenhead . financed by 1ltomn Milko.- Defence. iI ...... 1 clear fro m the OUlld 1h31 ~es,
.inlle loops . and half-double erommcu made-up ",-ith \hi1 wire. Ulinl bulldog I r;PS.

83

wiltloul funy su-ippirll; away the PVC ooalin, firM. """OU ld b il at relatively very 10._ slip.
load . 1llc PVC coatin, here involved was coloured blue: bill red. yellow. llftn and
clear coal in,. are IlOI ullCOfTVTIOn . A _ in of 96 individuaJlnt' had been plann.:d. In
the e_ . ciree soft eye. five sinllc: 1oop1., and five I13lf-<bJbk 'f(lRlITlell _only ,-re

.....

Soft eye. were madc.....p, tape -marked. and measured w.in, J , rir" and . imibrl) for 2
, rip and l -U;P lXM1 fi,uration s. In round Inms, im llanlanll"OUs slip Dl'I'lIJT'f1l al ....d of
I .. "on Ihan half IhMl' f.....nCOllIN .. iu of lbe same siZf' ...d tnn",",d;on . "The
PVC coalin, simply puckered, split, and slid along lite wire with ~ bulldog_gr ir s II
sho wn in the uppermosl view in oolour Plate G.
Sin, 1c loops were made-up. tape-marked, and measured using 6 grip and similarly (or 4, r ip and )-gr;p w nfil uralions. In lito,," in. WlCes. me pvc did noc pucker and \fIlit;
rather ee interior wire simply slipped alonl inside me COat;nl as illu"-r ated in the centre
V1cw in colour P1Mc G. I.. round Irrms, in. la nlan fOUli . Iip ornoJT'f1l al load. 0( li' ll..
bl'llrr lha .. h. o-fin hs of lhO<C' for unroalN ..ire of tbl' same ...... lind ('fIOIslr"\lclinn.
Half-double &romtneU _ re 1n3de-up . 1Ipf-m\:.c:d . and measured u,in, 6 l riros . and
similarly for 4-,rip and J-C"p ron figlUlliofts . IS illuSlnlcd in the .". " 11 0$1 vievr- in
colour Plate G . Tbc I"ftulls "ere "icSriy scatlf"O"d: III best .... bf"tl"" lhan l_fi'l h., " ,
" unt no Mlrr Ihlln on c-qu artrr of slip-lnad< in .n.roalcd ..ire of t he same si" and
roolotOldin... 1llc wire simply slipped alon, inside tltc coating IS in the inst3IICe, of
single loop, .
from th .. forqoin, it follow th at ir plll' lic-wvcr..d M rt' i. to t... us..d in an y conl..~t
mak e sure t ha t an th e eOlltinJ: i. fully l tri pptd a....ay c1ur " f Hny r onf act ...ith
bulldo' itrip!l an d d ..ar alon &Ihe line o r Ihe 0PpDl'i inl "'nllth, of .... ir.. in coetcct.

"

CIIAPTE R 4
Ti mber Deck Cargoes

Codes Of l'rllclicr
There co ntinues to be a ~te ady incidence of 10" overboard of timber deck cargoes. sometimes
with catastrophic results for ship and crew. It is. therefo re. more im[lO n ant than ever to

ensure that the 'towage and secur ing of timber deck cargoe, doe, not fall sh"'t of any
curre ntly accepted recommendatio"" Code" or reg ulations,
In 1968. in S,1. 10 89 . the United Kingdom set out the requ irements for timhcr deck cargoes,
and that standard ha' remained :lCccptable and I',mihly ahead of other recommendal i on~, A
Code of Safe Practice fo r Ships Carrying Tim ber [kek Cargoe s was formu lated by the IMO
suh-commitlee o n containers and cargoes and wa~ approved by the Mar itime Safety
Committee in r-.:ovember 1973 1.\10 recommended that Gowrnmems , hould implement the
Code and authori sed the Maritim e Sarety Comm illee to update it when necessary , The
Supplem ent to the Code of Safe Practice for Ships Carrying Timber Deck Cargoes contains
var ious amendme nts adopted by the Mar itime Safety Committee at ns thirty-ninth session in
September 1978 . None of those recommendations fully caught up wiuh the reqc irements of
S.I, 1089 of 1968.
Later . a further rev ision was adopted by Resolution A,7 \ 5(l7) and this has been published
by 1\10 as the Code of Safe !'racticr for Ships Carrying Timber [kck Cargoes. 1991 . That
Code does har mo nise with the U.K, S ,1. 1089 of 1968 , and the U.K. Merchant Ship ping
Notice NO .M 1469 of October 199\ ~tro ngly recommen ds the Code and the Notice .
A vessel loading a timber deck cargo may be required to co mply with one o r more of the
following :1.

L\lO Resolution A.7 15(17) . "Code of Safe Practice for Ships Carr)' ing Timl:>er Il<.:ck
Cargoes. 199 1:

II.

The United Kingdom S.l. 196R No .1089. "\1erchant .~ h i pp i ng f[.oad Line) Peck
Cargo) Regulation s 1968 . & Notice :\'0 ,"1 ,1 279 of June 1987" ;

H I.

The Canada Shipping Act. TimlJer Cargo Regulatio"-l Deeemher 1954 . updated to
meet the 1\10 199 1 Code;

IV

Olher nationallst atutllry regulations incorporaun g IMO princip les,

There are ce rtain inconsistencies between these various regulation s which may be significant
in some circum, tances altho ugh not in mheH . It is, however. reasonahle to accept that the
19'.l1 IMO Code of Safe Practice. with the included interpretarion of Regulation 44 of the
International Convention lln L<l3d Lines 1966. pmvide s a full and adeq uate glJide. Thllse
involved with Ihe stowage and ca rriage of timber decl< cargoes ,hllu Id ha,'e a full knowledge

and und.emand i", of th3l Code , ...t1ich is obWlI3ble from \he Imern.llliDt\al Mar itime
Orpniurlon. .. Alhett Emiwlkment. London SEt 7SR.
(For lbose ...tlo may read \he Unilcd Kina:""'" o.:p.une.. o f Tl'VIspon Sol ioe '"'a .M .U N
at Jurw: 1987. (Me shoIlld be talen whe n read,nl parq:r:lJlh l(a) iI'Ie1'eof wllich U)"s:

"J. (ll) Thi' 5pUc11l6 of /M LuNIl I S II.'il'd to Sl'OVt fht dut CUT,., if to bl' <Jt ftmtilltd ;11
Tt l<u;,," to /ht ht iglu aI /hi' Ut a <!bow /hi' "",t ll/htT <Ju t . tt 1"1' caTt"' ."16 "'tIFt J
alld "'Nt tht Jparing i.f to h, nm mort /h'Jn 1.5 IIIttTn "
lnw fa.- as thal sub pa.-q:raph may have any re levance - ...t1ich is dou blfu l- to the I\tO 199 1
Cod e. it refers sole ly to loIS. poles and o;an!$: il don /IIO T rt'ftr 10 I<><:M Of' pad_fed loa""
limbtl' , nOf' dors it alln- 'lC'dion . 3 oI lhe Cock requiri nl Ihe spaci ne oIlaohinr; 10 ""
c\o6.ed....p f<ll" <;aI"eo larielats abo" .am - laul man oI lhi< laI n- . )

TIlt' I"ractical Ap plialliom

~ provisions conu;ncd in lllc I~IO 1991 Code are ~ndcd for a ll veuel~ of ~.am or
lOOfe in lenlth enl 31ed in the earriale of "T imber Deck CarIOC~' - a phrasoe dcfmet! as
mean ,ng a limber car e o carried on an uncovered part of a freeboar d or SUpeulruClure deck ,
and includes 10a.1 3nd sawn limbe r whether loose or packaged , The follow;ne h3';e faClors
need 10 be com idcred: I.

Th e type and COmpaetrlClI o f limber car lO. e l , Iogl , cams. ra gged-end packagel ,
square (Of llu"") bodl end~, etc .

2.

Type o f vessel: timber ioad line or noI ,

.a

He ia ht of car eo Wove wealher-ded

S,

He ighl of carlo and ,labilily com ideralionl.

6,

Measures 10 deliberate ly jelliso n carlC! .

7.

level

Keep ;ne c leM a ll soundina: and air p ipes. and vill ves. necessary for the ...-orking o f
!he ship,

g.

En",rine means o f sa fe access 10 all pans o f the sh ip.

Keep ine cargo hold veru1l3l0rs clear for cpere scn.

10,

Fully c losine all screw-dC!wn ove rbo ard dr ain valves filled 10 1000sidc balla' l tanh ,
and " " pina. wm acce) l ib le for lhe .....orkina o f lhe ~h ip .1.l alilime l

LI ,

The i'w ine o f Under-Dec k" and/or "On Deck"

12.

H.uch eo,,", and Olhcr OJlCn;na~ to

and banencd -oo...n.

~s

86

B i ll ~

o f LadinC.

below thal area shoIlld be securely

clooed

fl .

.-

Accumulalions of icc &nd _

on Ilal~lll>d dn:h ihould be remowd ; and durin&
loading, Ihc: limber dn:k n r &o ihould ee kept frtt of any ~mu lalions of icc and

H a~e

14.

all deck lashinl s, uprighu. erc., in position before loading commences (Thil
", ill be neJMry ~y "'ay if a pre- Ioadinl uamirulion of Kalring equipmenl is
requ ired by local o fflCW l in Ihc: Ioadin& port .)

15.

1ll.r urgo moUld iNel"fere in any .... ay .... illl!he 1UI. igllion and
of the sh ip.

16,

t :pon complelion o f load ing, and befo re sailing. I. thoroogh inspection o f the .h ip
Ihould be carr ied out . Soundingl Ihould allO be Ialen 10 . eriry thai no UN ctural
d ~e ha., occu rred CIUsing an inl reU of .... lIer.

1ICCC'1lJ .........kinl

T~ fW

or T im'- CU I O
I ~ nuy come in I. 'M iety o f Ienl thl and be o f "'idt-ly 'I.l)'in& diameler . CIlI1IJ, au defIned
a. loi S ....-h ich Me "Ibll CUI" , thai is, they Me r Ipped Iength", ise so thai the re.ulling lhd
p~cn have 1"'0 opposing parallel nal sides and in lOn~ cases a third l ide ....,hich i. la....-n nal ,
Any om illion, from lhoe lashll1g Mranr:emenl' recommended in 1M Code cou ld lead 10 Ion
o f cargo . f or ee .eruring o r cant CMgoes - uprights . hog ""Ires. and wiu le", ires are
requ ired , 1.11 in ~,l ion 10 IUr illl .... ires or dlams pildled II Ihc: correct distance~. Th.c:
!991 Code ~Id be ronwlled in rvn ~fore ~ "., loci or cartU, Buc see- ~es 98 and
99 , lale-r herein.
l'>I("kll.gr d l i",hr, ,hould r>oI be slO",ed On deck if lhe bundles are '''iged al both ends.
Generally speakinC, only bund les square ill both ends should be used for _ alher-<leck
SIO"''liCS. 11 is recolnised. lIowe.cr , thll the Fa, E~ trlcle clem..r",. lite ~"ic of ..
proportion o f packqcs ....-hidt arc squar e .. one end and raue:d al the odter . Where. "
pon it>lc. c~l'} carc shou ld be taken 10 ensu re thal raued end l arc kepi: to I m,n,mum ,
>lowed inboard of !he perimeter , and lhill bro ken uowqe il l.VOided. The Codr don _
..II" ", Ih.. n n" ........ "o"lI.~r uI pacl..Rgn 10 Ihr .... 1... , idn. oI lbr ded . S1"" R~" : R"l
pw.ka2.... ~I o d lIth .. ...rblli..... ", u ~1 br .. ilhi" .. pl'ri"' d er of ~'l "are ...." dcd plI..ka2....
\ 'o""fd r"n -Il"d an , (See Fi, .401 o n the fo llo", ing page ,)
l im ber LolId Lin....
~'any ' CSSdl ~ rnar~ed .... ith spec:iaJ timber ~ 1i1lO:. in add ilion to lite normal ~ lillO:l
Th.c: t imber ~ line. are calcu l.llled on II'te premi .... !h.III I. full limber deck carlO ...ill tie
carr ied, and an enlirely leparalC lei of ero,,~u"es o f subilily is produc.ed for the fun limber
dec ~ cargo condilion, The l imber load hre allo", the vesselto load 10 I deeper dr aughl (and
heoce a lar,er d ispl;scemc nl) than WOtlId tW rwiJ.e be the casc. (See Fi, .4 .02 .)
DilpUlCl have arilen bcN-fftl ih ipmaslcr l and dlartefctl Il. 10 II'te w ict: 4'P lic" l(Ml of the
t,mbCf load line . 1ll.r fo llow,n, , uicle hnn should be 4'Plied I.

\\lI e n a .h ip is l...iCned I timber load 1ll1e then , in Ofder 10 load to lho... marh , tl>c
vessel must be loaded .. ith a timber dec k <argl) ",-h ich is correctly SIO",ed and fully
in aCCl)rdance Wilh lIle U.K. 1% 8 ~ck Car, o Rel Ulitl ions and the IM O Code o f
Safe Pract ice for Ships Carryina: T imber O ~ Car,oel , 199 1.

- C'-_

l' ig.4 .0 \

Tr(1n.,,er.,~ '</""''';':1' of packaged ,imha mu." hr krf" wilhin U (l,rimrfer of

JI/ul/rr-rndrJ padIJ;:rs ,wmw d j " . r -IJ/ul -u/I. 1711,' r'm,oKra/,h il!u,'mllfJ Ihe
U.'U/IJ ,,/ ignoring Ihm rrollw"rndll/i"n.

'"

"

rr
rs

",

,W

s
W
LW N A

W"'

Timhe r marls

Fig.4.02

An o:amplr "[typical ,imhr'" load lines.

Normal mar ks

b.

regulations and that Codr require that the limber be slowed i t solidly as
possible to aI 1e;Ut the mndard heighl of the ",pent"'C1ure. For in..ww;c:, in ship.
of 12.5m or more in length this mearu to. uniform heighl of not leu than 2.301 . In
ships uno:kr 12.5m in length, the _
Ilhoo ld reach a uniform heitht of not leu than
the heithl o f the brnl: o f the for;Ut1e head.

C.

It lhe li mlin'

d.

When limber i1 ec rrecuy stowed o n deck .. refe rred 10 at (aland (b ), ahow. , the ship
may load 10 the limber load line irre,peclive of the quanlily or type of car to "owed
below dec k. The reducnon in Ireeboard enjoyed by a ship which i. au igncd limber
load lines is pcrmil1<:d because o f the buoyancy wntrillulion of the limber deck CMl o
10 the ~hi p 's ,tabilily character istic. ,

c.

Whe n a full limber CM,O is CMried o n decl: and the ship is ~ II) the limbe r load
line. the sUlie..1 Slm ility CIIf'Ie may be do:rived from the CT01S-<U~S of lIabilily.
When Ih.. l im....... dk "-'"EII " ..... COl ru:lly slo" rd . du e 10 drrorimt h" EM ....
ol h,... reawn , the statical stabilit, cv ... e m Ulot be drri , r<I rrom the C...KHllnf",
computed fur I"" ship ..ith.... 1 ti mber drc:k ca rco

Tho~

sIO" t'<! to . Nn h" t tll Ihan ab<ne

~
ill an, ol h,... " . , i.e . nol Ih e ru u Irat lh oI l he ..ell
Ihen Ih e sh ip ~ not prnn int'<! 10 load 10 Ihe limber line ,

C...' K l l, . 10" t'<!

rrom . ide 10 .id e -

I'jl..h. Slrrnll.lh a nd T en rling oI l..a. hinC'

The IMO Code confirm , Re&ulation .u o f the lnle rnational Convenlion of Load unes 1966,
and the spacing o f the uanw e rse b shin&s shou ld be determined by the mat imum hei&hl o f
the carlo abo.'e the weatherdeck . The slra;&hlforward interp retation applies 10 comr ael
!lOW of squarc-ended bundles (flush at both ends) or tleJr squJreended h,mdle., or
eompac,lystowed Ioo ~ nmbe r . sl'C un d Ihru ull.huul ils Ir nl:th b, illdrprnd enl I"" hilll:'
in the following manner: I,

For I hri&hl or 4 metre, (13 fed ) and below. lIle .p:acinc o r b lb ing, should be not
more than 3 metles (9.8 fl ).

2.

for. heighl o f 6 metre s ( 19.6 fed ) ~ abo ve. the spacinJ o ( Whings Ilhoold be not
~

than I .S metles ' 4 ,9 fed) ,

mu~

3.

Height - means the hei&ht above the wuthe r-decl at the ship', 1ide and
lIle height o f batchway roamin&s.

in.:ludr

4,

When timber il SlOwed 10 a heighl o f more tha n 4m but less lIlan lim. tbe requ ired
spacing for the lashings sho"ld be linearly interpolated between 1..5 melres all(! 3
metres,

.5.

The calculation may be effected as shown bereunder ,<ii' e n that UJllO401heillu the nulimum pilCh o f the lubin. . ..ill be Jm: thai <II 6m
bcilhl the muimum pitch ..i ll be 1..501 , then pitch o f Wh inlS bct\I.un 4m and 6m
..ill be

"

 ) - (0 47S . U ) " 3 O,112S ., 2.287S

Pilch

or l,ub in "

is

~ ~ Bm

Or pul more simply: For IImbn tMlO bc'lbu move .1m. tIw: pilcb or
dcac"vs by 3cm fo.- every okm i"",u"V in C;Vlo heigbt
b

~~inls

I! " ""I" .... mo..-r sln il:h lf'...-" ar d if all . ~ls lil-r l, 10 ea rr y li lll!>r r ,I'~' I
r " r l:.ot"i " r rr , 11., a m a ll rr "r m lln., l, ro. i<1 . " "i lb prr""",r n l "',h in l:. IH,i ll l.
I'i ld " .t " I i ll l r n " l, nOI I1;rrall"r Ih"" I.~ Il ' l !'iIlA 0.'. t",l"w. is 0<>, ar cr pl., hk . J

,
US;II, Ia5hill' "'Uti throltg ll 1M d'Q/II ht>~s ," ,II,. . icJ,. piau.. nf. iJ,. ,.".<1
/ ..", .r5l.ai",s (or Stmillu) cl</n
p.O\'iJr UJ:Tf'l"aNr trmrill<Jl

fit"

('rlI,,,,,romU.

90

PrmlUMnllu..\hing I<'rmintlr. tl l / " ....'<JrJ rnJ la" rnJ .\imilurJ r l" ....<1 lip I"
Ir-'.t Ihtln 1m pilch/or g"".1 1".<hinK arTImJ1m,rnlI.

.".1, om;

--r-

It

"I

f"': _"",~

N ' ' ' ' .

n:, ,, "

"'"

" 0("

Ti",hrr riJ:i:i"/: -., ,u,," \\ith I'diCUII III"'! .1;1' UI "n, rn" und r r"r-rill" / i,r .-I,ai"
Irtll:lh ",ljU.'11/1'-n/ III mila r nd. 111( Iii"" _
,' if'
hr <"od' I'd d nlr /0 )('11/""1
w,):o. ({lUI I'e<' """lI'WnlS lura in Iilil' ClwI"a.)

,.1/"

... . .. ... - .j' :

.~"-' "

I ..

. . '-"". /

..

:
I
FigA.07

The correct use (lIlim!! rirgin/:-,<cTfW< . peur link.< und chains , rilch",'
1.2m ul'url.

93

'-

that the height of thc cargo does not rcnrict or impair visibility fro m the b ridge. (In
th is connec tion rcfCrl'nce should be mooe to ~OI ice j'l;o , M . I ~64 of Ja nuary 1987 1'Oavigalion Bridge Visibility. reproduced as Addendum ~o , 3 _ hereof.)

ii.

thal. for any given height o f cargo. us weight shall IIOt exceed the designed
maximum per missible loading on we ather -decks and hatch ccvees and.

iii.

that any fOl-"...ard facing prorue of the timber deck stow agc dncs not present
ove rhan g ing shoulders to a head sea.

If a timber deck cargo Is to be car ried thro ugh a Winter Zone. o r a Sea sona l Wimer Zone
in wimer . the he ight o f the car go above the weather-deck should not exceed one -third of the
extreme breadth o f the ship. For i""tance, if the e~tre me breadth o f the vessel wa s 1Sm. the
height o f the timbe r deck car go should not exceed Sm. Similar ly. II vessel of extr eme b readth
21m could stow the car go to 7m above the weather-deck, providing th is d id not contravene
any of the othe r rcquireme nts of the Code , (See. also . under "T im bu Lo ad Lin t'S ". earlier. )

Height of Cargo and Stahil ity Co nsi derat ions

As mentio ned earlier in Chapter I. and a, dealt with more fully in Chapter 6. the weight of
the de"k car go should not exceed the maximum permissible loading o f weathe r-decks and
hatch covers . Eve ryo tlC ill"o l..ed with the loading and safe car riage o f timber deck cargoes
shou ld be fully con versant with the stabi lity requirements as let out in the l ~tO Code and the
ship', ' Stand ard Cond itions Stability Book The following additio nal comments may be of
as sistance ,
It i. impu nant that llle correct weight o f the cargo rs k nown and allowed for in the slabi lity
calculatio ns. Instances have occurred whe re. because the sta ndard slabi lity boo klet has
indicated a given height o f car go as representing a given ....'eight . the master and charterers
have as sumed that any cargo o f the same height will have the same weight. This assumption
ha s proved to be wro ngly based and has had seri ous conseque nces,

Draught surveys should he conducted by the shifl', o fr.cers at regular imerv als to check the
weight' of cargo coming on boar d, Th is is necessary particularly ....hcn allthe u nder-deck
carg" ha, been loaded and before on-dec k" cargo load ing commences. Such dra ught
surveys. although subject to all the ir associated vagaries . if effected carefully ....ill provide
acceplahle informalion for on-deck weight and stab ility purposes .
The calculalion of the metace ntric height (G ~1) of a ship prov ides some measure o f tr am verse
stability, but add itional calculations need to be made to produce the cu rve of statical stabilily
(the GZ gr aph ). The ship's ,tab ilily character istics can then be established for various ang b
of heel, a nd can be co mpared with the minimum character istics required by the Load Line
Ru les and the vessel's stability boo klet.
The auth or is aware o f. and has dra....n the attention o f others to. ....Tinen instructions issued
by some charterers or shippers requiring that thc """ w u n/r ic heifl hl (GM) .fhou!d 1:>
maintuifled at oflf -und-u-half per "rm of rhr WHet's brum and .,hou!d fl r>"f"' n err,} 2ji
(6 JcmJ , Th e author considers such instructions to be poorly-worded. incomplete. and
positively dange rous in the in. tance o f ve,sels of less than 10m bea m where one -and-a-half

per celll would produce a G~t of leu than 0 15m where O.I~ m may be lhe slalUlory
minimum, Ship maslcrt should follow lhe IMO Code. and call for expert advice if they face
in"-ructions 10 the contrary. Pa1a~raph 2 . ~ of the Code ).iys:lIIiJia1 ( lo bi/if] Jho llUi IH /,.oUitd IU II ",'iU " (1111 i" ropid o"d
oWte'" nwtiOIl ill It' lIrJ J ' 4( .,hkh . 'iU impoff /Qr. , dUli". liM rod:.i" . / OTU( 011 fit ,
CO,.... "'"Jill' 11." , trrJJff 011 /h, liuhlllfl_ Op' MrWrof up,rl,,,u UuJiCW,J dial
m,loc'lItrlc hti.ht (holltd pnJ'roM~ ,,01 u eud J 'It 0/ dI, b" od/h I" orotr 10 p.., rr" t
ucrfliN accrf" alioru bl rolliII, p rondtd IItat Ill' " f' N ll t wbililJ erorriIJ lin
JtU4fl fII, 11d l " commrlUktio" mDJ 1101 lIppiJ 10 all , h/p, 11M tilt mDsftr , hollld lob illto
collJidr rodolf tilt 'liJbiJit] UiftJmultitJIf Dhl4illtd ftrIM tilt ,lIip " Slob/lily m4I1W.
"1.5 11,,14'' '' ',

U U Jn N

Also. wl'lc:n maldnl departure dl'al&N: and \oa:IpontamvaJ pori subility calcut.iont In
...inlU lime. some a11o\o.an.:e muSi be ~ for ~ion of ...' 3f(1" shipped 01\ bc:wd and .
when sub-uro tempeurures are 10be npected. for the increutd _i:"1 due 10 ICcumulalion
of itt. TIle ships wbilil)' book~inl inSirvetions usually J"'Ovidcs tome lu idance !luI.
in the e~n1 iI does noI. then an incr~ in _ilhl equal 10 10~ of the timber deck carla
_id!1.oould be al\ov.'Cd as aainl aI a heilhl above the _Ilhcr-deek tquallO lWfthe heilht
of the deck carlo.
('arrfully To ('ar r )
The relulalions ...'!lith arose in the lare 19th and early 20th cenmeies witll respect 10 the
carria~e of limber lk<.: k carlotS were devise4 ...ith one princip.>.1object in vie..... namely. the
safcty of ship and crew keyed jnrc the ability 10 jeuiwn tile carla On tile race of it. lhis
remains lhe principallechnieal object of the nalional and international relu lalory authorities:
but it is pan ly in confliCl with !he commercial and leaal principle. which cargo intercSIS and
the Coun. Wl)uld _ k 10 impose on a , hipo....ner. In an early 201ll century narrow-beamed
sailing vessel or . teamer. a full timber deck cargo mil ht comprise no more lhan 200 lonn"
wcight, ll>c slandards leI for securing arrangCnlC nU could handle thaI ..... ei ~h l in relation to
the narrow beam by kco: pinl the carg" .afely on board in one block if required; the standard.
set (or relea.ing it dcliberale1y 10 go overboard "'ere basically adequale: but the k iter of the
secunng requirenlCnI. has changed lillie o~er the yean dcsplle the fa<;\ thai ~euels with
beams in u ceu of 31m (100ft) carry flln CaflOC1 of dcd lIo....ed limber. Take a ves", 1of
30m beam and. sa~ . J9000 IOnne, deadweiaht. fot in'lance. with 4000 IOnne. of Packlled
limber block-aowed on the weather-deck tc a !leilhl o( 3 2m The length of the SlOW will
be aboul 120m; the Code requires cross -lashinlS ill 3 metre im""al" ~ 1 in all. 1l1c: ....'CaleS!
cornpOl"ll'm of each las,hinl is required 10 bur an ul!imate \oa:I of 136 "'nnef. You don1
need 10be a m.atIIemalician 10apJIrccWe thai ~ I , 13.6 _ ~~7 .6IOnne i.e. a hold,n, pov.'Cr
equal 10 only 1 4 ~ of the Sialic ....e ilhl of the carla.
" is difrlCllk 10 r.ionaJise Ill. rcSllll ...i!h the ~ line Rule. (Deck CarlotS ) - noIli~
deck C3flOCs - ...tlere the U.K. Departmelll of Transport require a holdinl power in the
lim" (3OO S ) the SIal ic ...e i,llt of the c:lfl o. (See Chapccr I. and
lashmls 10 be
on.... ard. earlier in this book.) If 4000 tonnes of somethine Olher than limber "'ere beinl
earried on \he ....ealher.ck. the required hold,nt J'CI""'Cr of the WhiRlS """"'Id be 12000
lonnes - more than 21 limes ,rcaleT than !hal required for the ume _i:"l in limbeL Doc,
mis re-<J(lCn the treal philosophical queSlion - " ll idl is heavier: a tonne of feathen or a lonnc
of b.1~

'''Iff

cs

1I's n<Jt that the 3-l imes-rule' for de, k cargoeJ iJ too much (experience proveJ it to be about
right): rather, il is a case whero the currem Code for !>ecur ing limber de,k cargoe~ is
",metime~ inadequate with respect to lashingJ' holding power when applied to relatively fa,t
lJ road-beamed lale-2Oth cemury lMge cargo w Sl.els jf the objec1 i, to keep the cargo on board
in severe adverse weather oondition. (See colour Plate H at the end of this Chapter. )
It is obvious that lashings pitched 3m apan on a 3.2m-high timber deck cargo on a vessel of
30m beam are being as ked to bear a load three time' greater than the same lashings for a
3.2m-high limber deck cargo on a vessel of 10m beam, A slidinil scale is nceded in which
..'eight and heiht of cargo and beam of vesset are set against variable pitch and variable
strength of tashmgs.
If a starling point n<J more radical than a "'h times rule' oould be agreed, the increase in
lashing suength wuuld be dramatic - and that is only onesi uh of the rule-<>f-thumb for deck
cargoeJ in general.
Take the 39OC1O O\VT vesset qumed earlier ahove, with 4000 !(lnnes of timber deck cargo
3.2m high and 120m long. Under the current Code 4 1 x 13,6 ronre t lashings will suffICe,
If a 'f.-times-rule were applied the re. ult would be 2000/13 6 _ 147 IMhings pitched
120/147 '"' 0. 82m apart. On the other hand, if the pitCh of la,h ing. was restr icted to 1.5m
the numbcr would become more manageable at 12011.5 ( + 1) = 81, but ea,h would require
to be upgraded 10 2000/81 = 24.7 tee ner.
Paragraph 6.2.2 of the Code does lillie to assist, As might be e.pecled. the on"s of
preventing all adve rse o<.: , urren,es re, ides with the ma~ter : ' 6.1.1. In cases ...hcn severe 'w alher and sea condilio ns an una'lOidable, masrers .,houJd
be ro nscious ol lhe need to reduce spud and/or ana course Ul an fUrly .' laKe in ord er 10
minimize Ihe forces imposed an Ille cargo, SlrUClUre alUl 1a,'JJinKJ. The 1tL,JJ in~" are nOl
designed to p rovide a means 01 securing against imprudem ship handlinK in Ma,)' wrllIher.
There can be n" s~ I>Sfilulr lor gf>Od seamullShip.

Like Olany marine technical prob1em~ , one' s ...lew of \hem depends upon whether you arc in
the , amp of the cargo imere' l-S , the corridors of the regulatory authority, the om , e of Ihe
~hipo"'"er, or the captain's cabin. Do we want to secure timber deck cargoes, in line with
other deck cargoes, so that they will neither mo...e nor lend to go overboard? If oo\, will
somebody please de~ign and implement a method of deliberately jell i~o"ing Ihe cargo safely
when this course of action is desirable?
~ka.,url.'S 10 Jenison Ca rg o
The present Code requirement$ for the jenison of cargo involve the use of s.eohouse ,lips and
require perso nnel ~tand ing on top of the stow 10 release \he individual lashings, (Sec
fi gs,4,06 and 4,07 earucr.j This can only be achieved at considerable personal risk and may
cause serious damage to the structure of the ship II is unfortunate that a satisfactory,
remotely-controlled, mean~ of jelli",n;ng a Ilmbcr deck cargo has not to date been devised;
and it empha., ises the imponan<;e of ensuring at the outset of the voyage thai the cargo will
001 shift. If, de,pite that care. the l imber docs shift, great caution mu,t be exerci""" in any
attempt made 10jettison all or part of the cargo.

96

therefore. ensure thai all . ucll nonreturn facilities are in efficient working order so tllat they
do no! require maintenance or supervision during tile OOUI"1e o( the voyage. A well(ound
~Hel wu nearly 10... because. ..tlen Ii.led . I""ply dl)(! 10 a wi lt or cargo. water on deek
Iloodcd ~k inlD the Bolds y~ pacelli non-rclUm nl,.". whicll railed to oper;ote to u elude
the willer aI. ang .... or Ii'>! r;realCl" than I ~.
Bil~

nt I......ine

The o:.>nI inuing

IT"

in timber (rom lTopicl1 wurnie' hu resulted in Il'lOU and more

pa:kqes being offeral IS "Kiln Dried" and requiring under-ded. ~c . Seriou1 daim.
have .ixn recently ..here t iln-.dried limber tw. been ~ on the ..'C3Iherded fur a
voyace to Europe . Mutl'n ~Id CR$Urc thai. all well timber is afforded below-dt
~a&e .

Where chartere" in, i'l on carry;n, ""h limber on the _atherdecl< . masters Uiould illl)(!
a dear letter of prole. .. eMurc tlut all ~Iale ' s Re<:eipn u e e1au",d accordingly. and mstruct
agents to similarly clause the lIills nf Lading.
I ." ll.'

Log. require a modified form of lal hing system. the full delails or which may be r" lll,<t ;n
lhe 1\ 10 1991 Code. pan " f which is reproduced hereuooer:-

"J.l If /<,/{s are kJaJed 011 dtrl: /(lretlra ,,'ith P<Jef.aJl, J tim!>r, . lire "',., "'{'t.'
J!k,ulJ /1<" /It itlltrmi u J.

of tim/ler

J.2 Lots . hould trlU,a/ly be stoowd iI/ a fou ....nJ-iljt dirmw l/ ttl ti... a slit hl fy rr"",...rd
"'" surfacr such thai eorlr ,,,' Is oJ,quauty ftst'<Ji"rJ frortl "..,.........t11 ,.,Ire" Ihe ....., ,"'" r{
'f'Olril/t IS iI/ pl<Kr and srr IIf' laUi.
J. J I" lKJrr to O<1Iir ... a """f"IKI S/'_. 1M bUll of eud , 10, ,.e sl'I/X of loX' shr'ulJ ...-... be
i" rhe _
IJIhwarrsJrip pWllr <u tho., oJj<lalll ttl il.
o ,dre to achirw a mort Sr("UU Slo_ xe of Iot .1 ...h e" .,,~ " 1/ dtrl: . <J ...",t;""...., .
thot wire ) 5h""lJ ", ulili:rJ ut ~uch hatch muti"t the Jpijirol;t>". t>f chul'ur
'hi.'
elldr. Such h" X wi,e .,h",,1d M ;".'Iulled ,,, 'he / 1//1''''1''11 11"1<I'1'1'':

J."

I"

wi,,-

",oj

.1

A' uppmximultl)' Ihru quarters 'if 'he h,iXhl 'if'h' upliXhl., . Ih, hI/II wire
"h"uld h, row th"'''lIh u pad f)'e all<Jclled II/ Ihe uprirhH 01 thi. lel'f'l .m U,I
/II r"" "UII."'f''-''t.~ . cOllnectillK th, rr""['tiTive POrI uod starh"ord 1'/"1/111I.1.
Th, hog lu.,h;nK wir e .,lllJ ,,1d 11lJ/ he fl'" fiXlu ....h'" Iuid ,<I ' Ihl1t ir
ruul
whrn " ,'f'r. ta....rd ....ith OIher It>/ls.

h,,.,.,,,,.

A Jeomd hot ...irr IIJO)I " , applirJ I" a SilllikJr """''' er if the h' iJlhl (If the
hatch ......., Is leu tho" :I "l. SIKh seomJ ""t ..."ire sht>,,1d ", in.' lulled
oppm zillluu" 1 m"""'... Ihe hatch ","",'s.

The ailll of 1I'1I1"X the hoX ..'ius uppIird ill this "",n"re is to ,,-<stu III
nbtm",,,x 111 e..." II t uiOlll1l pt>.u ihle /hnO#t "mu . /h.... proJlKillXu" i""""" J
pull 011 Ihe rrspti upeit lus ,"

98

A guidance IIQle also referred to in M 1469 has been issued as a suwlemenl lOthe Code,
as rouows-.

ACl ion 10 h ' okm by Ihr Ship 's Ma,<lrr

J. Thr M~lff should h awuu lfuJI, durillg Iht loading of logs, Saint w n rL. how /i." cd up
10 20' , causillg concern that Ihry might capstu, Tht major factor III eus dallgffO u.f li.fl/Ilg
Is foilu" to ctose sc" w-down owrboard dratn I'<Ilwsfln,d 10 IOp.fid, ballasl tanh. 11It
Maslrr is advis,d 10 'IISU" IfuJI disd wrgts. which must nt c, n ar lly br clou d at sea, .f uen
as g,ovlty d,ainsfrom IOpsid, ballasl lam , umaill clos,d dur/nft rilt /aaJlng of Ilmbr , .
2. Whi lsl l ht means of operanon ofl'tJlws arr app,op,lauly rowud by "lrmlll rr gu/al lons
/11 Ih, tnremada nat CoIIYl'lllioll 0 11 Load Lillt s 1966 aIld unijitd tmerpr ruu tons Ihrrf/o , Iht
Masl, ' is also advis,d 10 t llSurr Iht occrsslbility of Ihr rt//lOlt COlllrol scrr YH/own \IQ/w s ill
ow r boo, d dralllS oftopsidt ballasl tom. both tn port alld durillll th, voyagr.
3. III ku p lng wllh Iht philosophy cont" intd in rtsol <llioll 14.64 7(/ 6), I MO Guidrlior.' on
Monogrmr lll fa' Ihr Suf' Opt,ation of Ships alld for Pollution P" wllllon, Ihr ownrr ol1d
oprrator should Illkr opp,op,liJtr sups to 1"'I'/r/lll"1IJ sufrl)' IIlr afUrrS by Inform/11ft Iht
shlpm4f/ rr of Ih, Imp(monCl" of ma/ma/II/lit suf' 0Mralilma/ procrdurrs r WII wMn al
docbldt ."

99

<

.-

-J. : J:_. _ _
'~ -

~~

.~ " .

J ~ ....._

J. A ~
";
:.,

-------..-". ""'~,

"---'--"""~

---.
'--'.

n.c: . ppro1imate prices or some la\hing rompon.en h " ill be found

a Iew guiding prices 00 ratchers and "et>t>ing al of 1994.

In

C","pter 7. Here a re

RATCII ET S

NIl L

0,5 tonne
1,0 tonne
5.0 tc nnes
10,0 tc nocs

W IlH lI

2511\111
50nlln
50mm
75mm

l'/{ICE

$5.'JO c~c'h
$1 UO each
$14.00 each
$80.00 c..,;h

WEBlWS G

S Bl

WIDTIl

0.9 tonne

~5m m

1.7 toonn
5.0 100 nn

10m.
10m.
10m.

6.2 "'Wl nes

12.0IOOnn

75mm

PRICE
SO.70 per mcl rt'
SO.90 per ~rt'
SU O per mc-tre
SI.90 per mdre
H.70 pet" metre

For ca rgo lashing purpo'loel'. only . the safe " orling lu;od (SWl) of Slraight run sinCIc
" eb bing sholiid be allowed as ",,,r the !"Ill.; the proof-load should be allon"ed as II, or lhe
NIlL . Hence , for S-tonne " cbbinj!: used in a ~mglc length "ilh a S-Iorllle ratchet , the p-oorload to all"" for la\hinj!: p ll rpl' ,,",S " o\lld be S 1 11, = 3'" tonncf.

100

H, avy.Jory"';ld >l"llifi;"x I. x o.
"a"-<ji'"",,, "'<i"S. Yi, J.1 ." ", ,1t of
IuS ,. ,,,ass of 1m to"M' ~"',. "'"...
i" Tit, di,,,T p ia.. of,lt, luX.

-:.;-:.-

---:
- :_-::~

----:

T'w"r",,,,,, Cd.';~Kfdili"~
.., lay ..,M c<,~",,-lid".

T,,,".,,,,,,

c,, " ~ X

Sf".,. ...., "{'ph,d

"". ," I m~~n"~._

01 I'"

'v, al

9ft '"

0" rla~,
,""""nr

",,,ud
""...Ii.,
""""I ,,,"
It,,,

~f'''' laX_ Thi.

a I",~,
aT
IH._",_ca,,~~ mM"'~'. C.. .;.~ ~"I>
,hid, _ '" ca".~
i. ('""".

II"

11_

. h~ ...

Cf/01inX spUn <J'IJ pu.-{I'n: ..-j,., and grips slip l/uicUv_

Wi,., slips i".idl' ("(",'inX III Iff\<- li>IJI1.l .

For ~ dooMI' XT/lmml'f' _ M1,., slipf"I'd Imidl' enol;n,1( al 1" ..- 1"<J<b_

Platt' G

FIlII rill/hrr deck ('argo hrraking adrift and g(Jing overboard dur;nf.: .v""h AII1mti" \\,;/1//,r
(Ymdi'i""".

Ful! fim!>e r dnk ('(lrgo aJrift aftrr r""mm/a wilh

(Ywi/ilium '!fJ nanh -we." Sf'ain.

'"1'1)'

w"rrr vorm a"d

I'{'II

" ' ",a n ./,,..... ("(",rai nt'.,.

"'rr I~i r (Y>~r ra<ri ,,~ .

""/".

:V~ ..rr

JIOW Ihl' .Ikirr.'

"! container t"'lIo",

mil., "" Junna", .
1hr . uns n ,/lul'''' '
unJ ~""f'raf J/<JCbrt'H

dr'Yln,., s i" rhr

.<1""'",

rtqu I

Cll ' I"TER 5

In 199 1 a Code of PrlC1 i~ WI' publi>hoe<l by HM SO . I.ondon. e ntitled: RolI~Roll-off

Ship~ Stowage and Securinll of Vehicln. II includes the ~lIIldard~ developed by 11.10. and
pro,'ide. lIuidance and infor mation on ~afc p rocedures to be followed 10 redu~ the ri. ks to
pc rson~. hip. and by eIten.ion - to the vchicle. and carllo conlCntS them.e:lvel . llIC U K.
Hea lth and Safely h eu u ivc _re aho conwlted dur inl the Code't prep.il"<lI.ion. 1bc fulllut
Call be purdtased <lI. HM SO Boobhopt in l..ondon. Birmina ham . Bri t&Ol . ~b",;he Mel' , Bdflll
and Edinbur,h . or by ~llldephone or6er to 071833 <;i()9t). P'"ice S 2~ net
Abo .
reteeeece it made herein 10 \hie Department of Tr~ Code o f Praai~ Saf~ of ~~
on Vehicle. and the S"'Cdi>ll Tran""", ReKarch Commlnion (Tt t.:, rc-port Sccurin. Goodt
o n SemiTrailer . 19 Mb. for the partS OfthoK public<ll.ion~ reproduced hocrein , due Illanb and
ackoowledgemcm are e~lended . Some of the recommend", ion, contained in the 1991 Code
of Pracnce arC dea ll willl hereunder.

\'tohi<:100 Orfini' ;'-",.

A vchicle is def,ned as a vchicle ...illl ...heels or a trac k la~ing vchicle

A fIat bed trailer is defined as a flat 1<IppCd. opn1 .1Ik<I trailer or scmi-lfailer and Include.
a roll trailer and a dra... t> U&ller . lScc Fi ~O IIO H'~ . be ...... )
s.-_I _,... ...w.-.

s.- "...1", _" .....

mut.."" J., ,J,,'f'J'J#o, ...
''''11><.. .-.1

~~;~
f.t;
' - , ... .. - - . . '"
_
.. t ->J _ _ ....... _ _

Q_.... .u J-- " ,.....,._,'"

low

Fig

J,." "'" '''n~ "". auit<' _.".~

/- 10'"

~ .03

uu

~..... of> .....il'"

' " 1<><oJ <VfT>' "~ """ ""'"".., .. piMf""" ..... ..-..~ OW I>.I1ltt.>J ' " ~f,,,,,, i.
p",,,dnl _,,~ ji,nI ",I~ .,,11._ "",!.-J "'"
Iv ''''"'. If'lv _ ...t. " '" Iv ..-f..., ~ ~"" ca'fI'>
"",. ,.~ """'n-, .. p",-<""",-"""" ,10..< .....~ .. ,k .....11 _ ...,...., _ Q l"oJ ,!oat" "i'f'/,nI.-i "'-un~'"
.-i~..J.v "" ~ ~
"'.t.. ....J . Ik. ~"
0/ >Iw ....,;....1.. - . . . _ 1...J .....,0/1<

,j,.,,, ...

" ,J"

..),...

101

c_

_",...J-,

A rr~ilht ,'~hid~ i. defined as 1100d1 vehicle . nsr-bed uauer , road !rlin. articul<ll cd road
trl in, comhinalion of freil hl vchicle. , or I tan ~ vchicle (Soc Fil .506, 507 and 508,
bd o.... .)

0........ ... . _
A ICmitrl,ler is tkf'nN II a tliller ....-!lich il tkllinoed 10 be cou ['1cd 10 I ICmi'!rl iler \0'00"111
ychicle and 10 i~ a ...b>Ul1l ial ['art of iu tOla! ....'cil ht o n the lOWinl vchicle (See
Fil 5 W, belo..... . )

I'"

A tank. vehicle is ocnecc as a tan ~ which is rigidly and permanemly allached 10 the vehicle
during all normal operations of loading. discharging , and transport, and is neither filb:! nor
discharged on board and is driven on board by its own "'heels, (Fig,5,10, for instance .)

0'0'0
Fig5. 10
tinder the section relaling 10 suitahility for transport by ....,a. the Code of I'ractice advise. thai
shipper s. forward ing agellts. road haul iers. and any other party presenting road vehicles for
,hipment. ,hould 'lI'preciate thaI ..ehicle.' can be .ubjectal 10 force' of great magnitude.
particularly in the transverse directio n and especially in adVef-e weather corKI itio", It i, of
importance for them 10 en,ure that:
a,

Vehicles must be in ,ound 'truclural condition for carriage by "'a. free of

defect' which could affect their stTuctural stren gth. and in good wor kiog order
if they are to be driven on to or off the ship,

h.

Freight vehicle' of more than 3.5 tonne, must be provided with an adequate
number of accessihle securing points of ,,,Hide"t strength which are SO
located a, to ensure effective rcstrainl of the freighl vehicle by the lashings.
{Th is refers to I"'hing points On the whicle which "' ill be ulcd 10 secure the
vehicle to the del'k of the ship)

c.

Semitrailers are of ade'luate mength to withstand the loadings imposed by

the use of trestle' or similar devices Semi-trailers should ha..e. within the
area of the king'pin. sufficient strength a"d space for a Ire,lle to be located
to allow safe storage prior to unhilChing of the semi-trailer to",'ing vehide
The area of tre,t1e local ion ,hould be su itahly marked on both sides .

d.

Supporting iegs on semHrailefS arc specifically designed 10 support the semitrailer during sea tran'IX)rt are clearly mar ~a1

e.

Where jacls are used on a freighl vehicle . the jacking'up posuions On the
chassis are sirengtheocd and clearly marked .

f.

Refrigerated freight vehicles of more than 3,5 toones . with flush Insulated
urdersrdcs. ~hould have jacking points especially filled and marke<lto a,oid
damage to insulation,

g.

Freight vehicle' des igned to transport loads lilcly to h.ve an ad>'erse effect
On their stability. such as hanging meat. have a means of nculralising the
suspension system.

103

h.

Veh icle, are prov ided with an effect ive braking system.

I.

Freight vehicles are provided with an adequate number o f st"l;u rin~ poinl' 10
ena ble Ih e eat"ilo to be adeq uately """ u red 10 them '>O;o!> to " ill"taod the
r,,,"ces "hicb ma y lU"~ durin!: the ...a Ir a n,,,orl.

j,

1...... <1. C>lr ried 00 01" .. ilhin r,..,.ighl ,-ch id "" or ccntatners are secu red in
a manlI er Ihut .. ill pl"eve ul the,u rr Oln " H),-iOI " hen they lU"e subj ecled 10
Ih e worsl OOlld i!i" ns likely 10 be e ncou n tered at ~a , The Department o f
Transport publication, ' Code of Pracuce , Safety o f Load, o n Veh icle. ' ,
obtainable fro m any HMSO bookshc p, pro vides guidance as to how loads
should be ""cured on vehicles (see, also, IMO/I W Guidelines for Packing
Cargo in Freiglll CAlntainen or Vehicles).

k.

Each freight vehicle is provided with documentati" n, t" indicate its gruss
weight and any precautions which may have to be observed during sea

nanspon .
I.

All dange rous g,-""h , including th" se c" mairJed within , mupage loads . are
fully declared ,

m.

The dangerou s goods placards (large labeh ) required for the sea transpo rt of
d angero us goods o n vehide, are clearly visible on the outside o f the ""h icle ,

n,

The ma.ster receives adequate no tice comaining information ah"ut special

vehicles. e.g . track laying vchicles. hil(hsided freight vehicle s, earth moving
plant. low loaders, alld fre ight orh id rs carry i"lt li' Clot ock : and

o.

The reco mmendations in M"rchant Shipping Notice /'I;u.M . 1433 are fulluwed

regard ing fuel in tanks,

The Code o f Practice provides jtuidance un , pecif,c types of loads o n freight vehicle s. For
instance , cargo carried o n nat- bed trailers should be effectively secured. p referably with
chaim or suitable "",hbing f,tled with tightening devices Empty trailers carried on senutrailers should be a<kqualely secured 10 the car riage ",m i-trailer .
Steel plates, gi rders, and laminated boards will, if rot properly secu red. read ily ,Iide and may
penetrate the sides of a freight vehicle o r container , Such ilems require strong securing
arran gements. They should be located in pos ition, where they tan do the Lea,t damage to the
ship', inter nal ,tru~'1ure and fiuing, if the securi ng arrangeme nt fails.
Pipes, cyl indcrs, and similarly shaped units of cargo require special anenuon. One o f the
mu,t successful methods of securing is the use of a pipe-rac k, ne,ting frame , or cradle in
a, so ciatio n with chain lashings and tightening devices,
Whe re there is doubt that a vehicle con-pres with the forego ing provi,ion s. the master may.
aI his disc retion , refu.. to accept the .-chicle for shipme nt, and the following a,,,,,"1S are
worth noting ,

( u rl.. in-Sidrd wmi l"nuk-n ,... R... Ro \'I!S-~I~

1lM:' rar ri~e o f t1i,t1s ilkd . e," uin-sidcd semilri.ilo:n on ro-rc ~~ssels is . .. ithin , ' niled
I' in, dofn ...aters . a ph<'no;>m( non almml r _elwi .'e1y upc:-r;e,nud on the Iri)tl se-i emu i"l'.
;I(lIWCntJy bo:c-iU K the lTI<ItON>ay brid,~s on l niled I' i"idofn and 'rebod road . ...~ , enn-aJly
hi, tIcr ItwI ~ upc:-r;e,nud on Europe.an Mdob'lhlU. thereby &110"' 11I& in the U I' a h i,her
veilleic 10 be operMed in a nonnaI en, ironment _ It i. x:ptcd \Nt the de , i,n conccpc o f
CUM..ilO sidcd scmi-lr-iilcn is ~lied to .'chirics opcr Mln, on Eu~.an roads and cll('\lot>crc.
but as the o~craJi hci,II1 o f thc vellKln in usc in suell cou ntries is .~...,rally con side rably
k)...'er th an those: fDllnd On , 'n lled Kingdom road ~wor ls . simil ar d ifficulties arc not
curre orty ~neountcrcd . althougll th~ silualion may rllan, c in th~ futur~ Sc ~crthclc ss . !he
follow inll comments have international IITljl licalion.
To fully unoknl...-.d the problo: m ...i!h euruin-sidcd semHtailen il is ne~sury to \ook. M their
de,i, n rono:vt- Tr htion.ally. 10.11:10 p~ 0IlI0 ope n p latform ICIDIui.iicrs neo:ded tD be
10CCUred in p~!co ed and prot<'C1ed a,ainR tIv ...c.alher _ This ...as u.....Uy carried out by
the dri . cr ropi... and Iht ITl' . III IOlllC tnloUnUs 1Ooth up tD four sheet, 1OtJich . panlCUbrly
in h i'" ...ind situations. "' a. both dIffICUlt and llme consumln, ,See 1'1, ~ 11 I

, .. -

c -

,
o

,
,,
,,
0

'(

~~

-~~

@ t(@)

(~

1IvN W . .. .. ...I ... ,.... .., . _ "'~..J

(_ ~ fn.~ ~ Loooh ,.. ~""<In ' H UJO ,

In Ofder tD reduce the ume and dfOf1 """""s..,. tD ICl:Ur~ and ro,C1' ear,o on \<d>icics. a
cuM..im ,,idcd seml -Ifalicr " as mtroduccd. consist,"l of a pWformcd lr-i11eT fmed ...nll a solid
foro-Mel bull head l,eneully fihfc,la,, ro, cred 10 reduce wei,II11. a h,lIt pc:-rspc l tn.f. and
,...u rear doors ,im il...- in de . i,n to lhose filled 10 ISO containers. ahllou , h o f muell h, lIle r
con' lruelio n Th~ .itlc. o f trn. 1,,,, lllus r re aled ar c ck,scd by larp.uli n cu n a i... hanging nil
the c\jui'akm o f cun ain rail. and tree 10 ,Iide from ~nd 10 eOO o f m... " a iler. The "" lIorn
roge, o f !he eu ruin, Me held in pla<:e by .imple wel>billil-and-hook le n, ioning de, ices A
full side-.;uruin on a oWft sem i.ualler can genera lly be unlloo led iUId .l id to one side in a
_ ler o f m inulC's . ltw:-rc-by redU<;inl consi&: r'lhly the lum rouOO tintO: o f a dcll ~ery ' plC l-up
~chide
(See Fill 1~ _ )

""

, ..
,

Fi. S,12

, ~

,.

''I

r[

,
c""", ~ ..J"J

rc. _ I"> .

.....1...

"."ofm ."L<...h "" . .,,1.,"

Jl MSO.}

In an effort 10 pre .'ern l ideWJyl mo'eme lll af w.a loaded 011I0 !he semi- trJ ilcr . webb ing
reotu ,nin, ilur' are ~ 10 a centul rid, e-bJr NnninC!he f~ 1I Ienf:1Il o f !he Unil jUlt
benealh !he ccl'llteh ne of !he roof. Gene rally o f
!oUCh reil tJinu Me f,'ied with J
1I"ll1e hoot 10 Jlkw> !hem 10 be hooled o' er !he ed.e o f ee loCm'-lJ"J,ler pl~dorm If detired .
waether with teMion",. Oe 'ice, o f one form or ~ _

webb,,,,.

[:le' l'ite ee re<:ommen,b: ions COIlI";ned in !he Code o f Pract ice . there i, J l'IOIicu bk Irend
for CMio 10 be pliKed on cunJIn -,ided lemi tra,lers teCUred by no more lIlom!he !Cn,ioned
curtain , ide., llllk-ed. !here are ""blk llion. ",hk h imlNCl heavy .ood. ,chick' dr i'e rsto
the effect thal, unlcu !he loads are ahnormally hca, y or awkward, secunng of cargo wilhin
cu nain-sided ..,mi -tfailen i, "'" required This i. contrary 10 all common-sen<.e and ." und
practice: . OOnIrary to the requiremenl, of !he R~ Traffic Act 19'1 1. Section .$(lA. and has
f;fcaled J number o f oIherwi se avoid.oblc ~a lli",
l....s-l. !he Code o f SJfe Pract ice f..- SafOly o f u...dl On Ro.ad Vehicles clearl y >lates Illa .
",'1lIl lhe n CCJll.ion o f 'cry hiht Io.ad . all <:MaO II'Iou kl be iClCUrcly fJ\lCned lO ee . d uele for
normal ro-j tran. ilL

D.lrini recent years , arious d,fficullieo hJve beoi:n elpetienud wilh cargo incorrn:tly or
i~qu=ly secured .... ilhin o;una,n-,ided ",mi-traik'l reoultinl in. at best . mo"ement and.
at wo rn . capl ile mu tion o f na; "'ra. damage 10other cargo. and dclays to the carrying ""ei
wh ile Ihe prohlem . are ""rted o ut, Initially. ,,, eh traile.. were prc...,med ....ith no securing
to Ihe cargo bUl . as tecommendarion. Ihat the cat lo should be secured 10 the trailer w-ere
acted upon . a lecondary prob lem Oe'eloped

106

The re,cra inin, 01 "",. refe rred to alxwt . fi ned Co ltM: rid, e pvk: dire, tly bt ""alh ee roof,

transfer a . ubscamial portion of the cargo wt ight lO a point hlgller ohm e the trailer bed th an
thc , ar go', n", ur aL UOUrt of gra~ icy io rood icion. o f lIe a~y roll ing ; a ,icu",ion ",tli,h has
callght '>h ip" o fflCe n un awaee, and ",hi d! has resullc'l1 in lrailen tipping o ver.
In me Code of PrKl i<:e tlK ap sul ~ in Nllliu 10 Mar inen So ,~ll.u~ . iI: is "'ucsced thai
vchic le. with hil h untre. o f I ravily or IIIUlabIe ~, shou ld be SlO>o"td in po .ition, of
minimal roll . Unfonurwo=ly, me predomirwlCC of curuin.ided semi'lrailen beinl h.andlcd
(H1 certain loCI routes mtMlS thai sud! su"escions Uf\IlOII readIly be a..
-commod'"'-Cd . One .. ay
fOIlnJ the d ifflCUhy ..oold be fOf' a relurn 10 the Of'llinaJ des i, n IXJI'li:q'll o f euruin-sided semi
trai ler. , .. ~n Ib.. 011"0 ft '>K1/.rN do...... ,.,.ch 10 thr platfonlS of I~ uh iclt ;as it would
h.1 ~ bcc-n for an ope n ~eh icle; Ihe cunai n sides lit"" uitd ror the lT ori li nal intrnrion o f
pl'ovidllll no morl' thl.n a .....arM -proof rover . " is "nh~c1y . howr\'l:l'". thai the curtain-s ided
loCmi-trailcr .. ill be readily aNndoncd . and to \hipl ' o fflCCn should be clUliolls ,
In line .. ith the pl'o blcm o f loCCUlinl nomul carlon. ie p;ll\eli""'" "nill. e e.. mere is an
incrr;as in. di ffICUlty cnrouncered .. ith ... ,ard 10 the ,,",~e of curuin-si<kd loCmHrailen for
the ' :;\ITi..,c o f bull car, oe, sudt as bark. sa",d"sc . etc. In sud! (ireum~s, me load is
hlo"....-Io:>adtd or .ravilyfo:d into the trailers with Illcral .ul'P"'"' oomprising no murc thall the
ord inll"y curuin
A. a resutr of OOI"m.al seltlemtnl and IllOvemtnl durin,. ro ad trall. il .
alof>l: (111<1 excludin.. ;any rolli ng for ct . impoitd aI SUI . cuna,nsidcd scmi-Irailen c;on lit
seen on road s Ii ~ c preg lWll 00"" . ", ith bulging side"'ard. expansion o f up 10 t:\OOmm
(Fig .S. U . l

,ide..

Brici sh Standard IIS.N5 1. Pan 2. St Cl ion 2 4: 1992 (I,SO 14%-4 1991) deaT in.. ",'ith che
specific alions fur conu iners carry ing bull car go. specifIC. thai , ide"" ard, de flection o f wa ll.
,hould I>e no lI1I"e lllan 4()mm, WhO,c il is
acctl'ced thal cu" ain -sidd semi-tr ailers
pre", mtd for sh ipmenl do 1'\01 fall withi n
,
,
the dir eCl c1anirlC31ion o f ISO oonui""".
,
similar oomll1l'nscnsc oonsideration ,
' lear ly ,hould app ly. for !he ""rely o f
the veh k le. , ar lO and Slllp, It is, for
in>lanu . a re'luire mtnt for veh io:le
Wlts to be left beI..-een vehio:"'s secured
on ro-ro vC$sels clear cnool-h and safe
elOJUgh 10 enable CI'l:'\ll' members to maLe
re gular la.sh inl d10ccb
ThC' bul,in..
ouNo-W S o f curuin sioks (H1 scmi-lTailcn
,reil ly pl'oh ib it.......--h ~fe "' orLin..

..
.......---,

.._~

'"

Shippers should be advised that all cargoes carr ied on curtai n-sided iiem i-uaiJers. whethe r
conventional or bulk. should be 50 secured as to remain within the paralle l line. of the vehicle
pialform wuhour any reliance upon side curtain reslraint.
Curtainsided equipment developed pr incipally for marine use. i.e curtai n-.ided corltairocr!
and road ferry "Iill" semi-lraileu. all have load restrainl. huill into the ir slructures.
compr ising steel gate. and suplJO 'h plu! limber balle ns . bonealh the outer curtains or lill
covers. (Sec Fig 5 14.)

Fig.5.14 '

Shipper. and road halllie.. >h"uld en.u.. thal' a.

b.
c.
d.
e.
f.
g
h
1.

j.
k,

The
The
The
The
The
The
lhe
The
The
The
The

semi-trailer has boen cleaned and . wher",'er "i'piicablc. is free from odour:
load plal f"rm i. in good condition;
headhoard is intaCI.
sideboards (drop,ides) and lailboards are intacl:
lucki ng device. funclion correcliy:
landing legs are iniaC! and on work ing order :
load .ecuring e<jll ipmenl is iraact. clean. and in working order ;
COver ' tanchions are inlact :
rover lath. arc in place and intacl.
hood cover is iniac!.
equipmem fnr securing lhe cover is intact .

Her eunder , the secuoes on dec k securi ng lJOinlS and lashing arrangements reproduced in full
from the Code or Safe Practice .
Lkd. Suuring I'mnl ,
J.4.' Suuring poinl. sh ould bf prm 'iJ ed on Ihf , hip', duli. Jo r tach "fhiclf iln" Jor filCh
dement oj a comb ination oj vehleln.
J .4.1

Thf longiludinal and lrunIVfr.rf .pacing oj Hc u ring {Win!s sh ould be ,uiklMe Jo r

thf mLs oj vehitlfs to bf earried IV thai, "'h ert protriW/>/f , rhf optimum ilnglii
spu ifieJ in parograph 5.J.8 ran be achi...d.

'08

1..1.1

"""""lUl

IU"""".'"

1'11.
~tn" xtlJ "'/Ih" ..,
d./tHmdlio.. al N ch .u..';", f'<'i"' l or
In/xltl v.h/d al ItWr. t1J<III 1.5 "'...... rhauW '" 120A.\" 112 .24 IOnncf). 1'11.
~tn ...tlJ alru,,';", poiIIlJ du i...M IfJ fJU~. _ ' I 1Iu... a... ltulli.., .h_lJ
1H IIDlI.u t1J<III t1J. '~ II al II,. .",.., tiI ,.quindlor Mdl
aUc"r..ud
'" 1204'" pu ltulti",.

w.IIi".

J .4.4

(M ,lIip~

. 'hieh lID ...., OJ,.,.,I,.i.Itt".,1tidn "/~ """" J .5 _ ...~ or ",hieh ""',

nury ".,lUck., Ill. lpGdIo, tuuI ru..,.. " of .u"m.".,un .h"ulJ H
IIw1 t1J. nlUck l OJ.. H "".q....ul,

1KC~w-a.u,

."dt
J .4.5

,u..,.".

nwJoiI. aur" 1w1Ul1i.., . q"ip",.rtt ...., f in d IfJ Ill. lhip .1w.. 1d H p""vitI.d
...i dllItl.q""'. IU"riII. poi.." .

~ip '.

/0""",.",.""

I", .hi".
5.J, 1 ' ", shi" . s should h" 1I'.".lh ""d """ltaJiOll . h,,'ru,. r1. ,k, appropriQu la, Ilu
""'JJ 01 Ill. v. hid . "'inlt u . ..nd.

J .J.2

Siul . hailt i~ /h. p'ifu n d ",. "n J 01 huhi"lt Ir. if/hl v.hidu 01 ",,,r. /hu" J .S
I" n" u f/ro" hid. IlIO n /(; VU" " J.." " n, ,,'hu ry. u m or mouri<J/IJ ..sod It
Ih"..ld h" 1I" " f/lh tl"d d""f/"lio.. clw"'ct.rl.Ii.~ .q"i...u'" f 10 dlO fC ol , lf"
. h"ill.

5.J.J

CIuJI,.. tlnd IIJJocllJl.d ".",.1111 (. . Iwo.l~, I M dfu, d.phrml" l.cI Ill1ti

1." ,WrI'"f/ dn iu l' .h_ hi 1H aM. IfJ . WlllO.tui II ""'" of IIOf f.1S fIw.. 120' \'
. iJJrO"1 JH"""" '"1 dt/"mwIitJ.. .

_.rltJl.

5.J.4

14"'. I'f". C-I CtpQoll4lJ, . ",/,. "'!HI or oth. r

. Is_ " lot III f'MI 2001. \ . CO 39 \OIIntO,

5.J .5

" "041 1111.1 f'lIru ti.riu. ..hiels IIrt " ,N/or _ hi.., ,, " d. ill' IfJ II ItCU';II, poill'
.h_ld titli,"NIlIId o.pplittl ill II ""'""U 1O'Is i.1s pn v" tII''''I''''", tii..I1..., ill,
l ro", ,h. ilJHn ..,. al Ill. lec" ,,''' f/ poilll if th. I<"hillf/ .l.Id d..ri". II

II,. " 'N /h.ir "rttdillf/'"

""'fII" .

5.J .6

I",sls/II, I sho..1d b.
<lU' U , II is pan ibl.

10

'<1

,,,Id

dtli. ... ti
IIlfocl..ti IhaI, proriti,d dw, ,h , n
lIf/hl.II Ih.m 1/ Ihey b, rom . IW .

il

s<if.

5.1. 7

Sec..';n. poiltl. pro.ld. d on ..hiel. 1 should b. uutl lor r..s hillK pU'POS". Only
011. Wl hi" f/ .hould In ,,'IU. h, d w " .., on. ap.""", I""P "r l<ll hiJ" ri"X ", ,tl. h
lI' U';"f/ poiltl. j ,' iu .'iectim, 5.2. 7.'

5.1.6

1'11. r...hi..X' tl" mo" f/ftc ti.. " .. II v.hicl. ...h ," they "",it "" 1111, 1. ...itJr Ih. titc l
"1 Itt,....... JO tlllti 60 d" ... U1I. .. tJr u . op';"'.. m 1I11 f/ln N IIII'" In " .hi. v,ti
tldJiJiolldl l.uhi.... .....;, ", " q"iud.

5.1.'

1411, ,, P" JetiN "" , til. 4""116'.'111"1 l.uhi'f,1 0.. ....,... Jititl of II ".," iel. '''....''
H dr. _ . , IIU "" t1ttl .... , ro.w. ~. l ort....tui..."" ,.lIrvi.., . iIJr 1111 .qfl<d
II .......' p..UiIl' l orwllnl il. II" , ulhlI, lI,/t.

H"

5.3.10

CrolS~d

wshlngs sho"Id, ",h ~n proctilbl~, " o( b~ " u d fo r stc" rin g f nlglu

v~hlcl,. b~ro"u this di,posiJio lf provid,. 110 nslrailll " guillsl lippillg ovtr III
mod~ra lt " " gk. of roUofth . ship. IHlh th. u v~hicl,., Icnhing s sho"M plUsfrom
" SU U" "g poi", 0" th. v~hiel. 10 a d~d ucuri"g poi'" . ""110 /h . StJm' sid.
of /h hld. . 1t1Itr. th.Tt u co"c."" about th. ponibiJily of /ow co-.lJit;i.nls of
frictum ,," v.hlel. s . "ch "s MUd whul.d (roiltrs, tuJdiriOluu cros..d MuM", s mtl~
b~ ustd to nslrai" dldl",.

5.3. 11 H. "ri", I" mitul th. cJulrocl. riitiCS of th ~ ship atul Ih. co"dituJtls uputed 011 th.
Illt. tul.d ooyog' , th . mtlSr" sho"ld du ld. Oil th. II Umbtr of suuri", polills ""d
w shl",s, if a llY, 10 b. " ud Oil .ach cion of v.hlel. Julv/", ngard to any v.hlel"
which by tJz . 1I,,'an or dliposllio" of Ih.lr load mo.y nq"Ir. fUJ rticuwr "u.,,/i,m .
AdJiJiomll f"cWn: ",hich mtl)' b. pns.,,' alUl which s1w" ld b. uUr.u inw "cro""t
on :-

1.

111. IlIu"d.d uo ..'ag. arrong . m,,,' I"elua/"g Ih. pr.st"" of bulk U"ulds
/l"d ho w rdaas C"I'"R0es .

2.

Th. w.lght ""d c.IftNS of gra"Ily of Ih. v.hlel... m gh c, lllres of gro vity
c"" s" bsttJ" lUJ lly IlfCn ast Ih. IosM"g loads. Wllh loads whleh tl'1d."tly
h"v. o v.'] h/gh Ct" tr. of gravity it mtly b. " u . n ,,'] to utili.. tulditlonul
ws hi"gs alttJeh.d ul or lI ~ar Ih. w p of Ih. u>ad.

J.

Ji" cwn which mtl)' r.d"Ct Ih. co-@ ci. ,," of friello" btr ..,u" ""rio u.
bN ri"g ."rfoC'n.

5.3.11 It I. " o( pon/bl. (0 spu ify ..ith e. ru.I"lJ Ih. marlm" m foren which ""'} b.
tz.r1.a III th. moS( stVtr. ca"dll/o" s. 1/ III do abl, or if v. '] h."vy ". alh ,, Is
fonca st, odditlo"allo.hi"g. sho ,,1d b. Jltted or "pproprUlt. op.rotio"al m.". "rn,
sach a s a.Io)I"g solllll/1 or ult'""11 co" n:., tuh" w mi,,/mlst Ih. forCt s.

5.4

111. s"'"durd w sltl" g . " ulpm.,,' " std fa .,can v. hleles I" . U ts. of J.S lo"nes
. lttJuld b. abl. (0 wllh. tu"d a IrxuJ of "ot In. tJz" n J);OkN "'llho,,' p.mw" '1lI
dt/,m_tio" (su sutio" 5.3.3). U gh r" . quipm tll t " .,d f tJr la.hill/f v. hiel.. 0f l.SI
fha" 3.5 wll nts shoald b. el.orly mo.ri. a to Id. ntify liS stn nglh ",h. n this
Is I. n /hUll 11I1V' . Wh. ,.v" prJ..ibl. the stu" dard llOk N w shlng ~q" ip",.nl
should b. s"b,ulIloolly diff..."II" app.a"''''' from th ~ figltttr . qulpm. " r III order
fa pn v.nt emf/"sion btl"'u " th. (wa.

In 3,4 ,3 , ahov e , the str ength of the lashing is being proposed as 1M minimum Sl rrntlh ...i/ho",
pemwnent de!ormlllioll. In broad term s thal e quates 10 the ' proo f-Ioad " of other chapters in
th is book: the yield poinl of the mater ial; ar<l it will be reca lled that for reqoiremcms othe r
tha n car go lashing purposes the SW L il no rmally laken as half the proof-load
In the instance o r a chain lash ing having a proo f-load of 120k N, ill '<; WL wou ld ge nera lly be
60kN and its nom inal breaking lo ad wou ld be about I SOk N; SO that SWL is 000 th ird o f the
nomi na l brnking load Fo r car go lashing purpos<:s , alo oo, however , lashing stre ngths quoted
arc pr oor-loads (3 ,4 .3) or breaking 10"'1. (3 _3 _4) . Th is di ,tindion shou ld be remembered

'' 0

...men itlCmpI;ng to malr;e ~nw: of the - oometimcs - myst ifying ..wdillg in Code"
Rerornrncndition s, Ru les, and Regulations as , for inloU/lOe in the Annese 10 ttM: Code o f
Prac1ia: , ...m idi says. illlC' ~ i<l:

C""',

",.u

J .l f'oru,ruplr 7.J. 5. Z 0/ 111,

o/1'Nc/;u ...
IInpJVfM _Uwd. ~
'" JII/pI ClJrryUI,. ~ ..-Hro{(>IlJ'o,.IIit ~JHJ _ JII"".N ......".,jortJ'u",...l.,
111, I<IJIlIIIII n'lujnd .. M ab,,...w~, k1 do, e-pnll,...." tMJriu P"II III parq,rupI!
7.J.5.1. 111, UJUJII"(Ui." w il l . , rum (ot ...midi ttl.. for JO ronne. Gross Vehicle Mass is
rcp ml uced as fil _' .16, here unde r) lJw.. Ii" trU"iJfI_ IIulflbfr 0/ 1<IJ1l1If,. 01.
. uu ,r1I/or II .... 1' 01 roll JHriodJ."" . rolf" 01""''''' 1I, 1,lIu 1Ib<>", 110, lO'Ql, rlilf' '"
ndd 111, lorn. 'lf coulfl,nd I... d<flllCd ClU' (2(J' rWI... ,I" SO pikll M ,I, ). 111, 'Mru
" re beJud Oil typicol "'"d'lff or UWJ:I, J, ml-U'rliJ, " "tui "r, b<.ud o. typlC<li tnIilcr ..,I,lIu.
111, limil ltHld 019.5 101111,. (per la ,h inl) u" d III 110, ,ruplu II." 1I/"rw r 01 Jiif,,, 01 Z
/11 r,/alloll 10 /h , I>reo~ ill~ loud ul lJpleol lroJ' Rtl H mm olio} r holllJ rop;lN, o[
...'ilh l r.lIIJIIII "Iorr, o[ 1101
Ihall 120A N ",Itholll p,mWlltnl d.[ orJIuJIIoII. Thl. I I"."
Oil ,g"ti., .<if, ...orl;,i llK ItNJd 01 Y.UN.

,i.,"

I,.,

To .,mam in keepilll ", i!h ttM: lffle'ral COlllUI of such propos ilions. it i5 suggeslW!hit the
last I""" ..,_nee. mif,1l1 read' ollie lim il ~ o f 9 .' IOMef ",oed in the lrapln l iwes a uf~y
facsor of 2 in relalion 10 ttM: break I", INd o f lypic~ l ude 80 I3mm alloy chain ....ith a
nomiNl brealifll load of 19 \OrIfICf and a proof-1Nd of \2 6(, tonnd" Under other
circu mo.unces ttM: ute """"" k'nlload ........1d ~ 6 .33 IOnnd . i.e. '" u fety f.llClOr of 3 in relaion
10 the ch.&Jns nOfTlINl brealinl load In OIhcr ""'Ol"ds . ttM: usc of the phrase "safe ""'Ol"kifll
load" '1\ fla,raph 3 .1 may ~ confu"fIl. "'tw:'reas the phrase "hmll load " is conealy "oed
32

l w .,( Iht Ol;orU

J.2.1 11t, ,, cI, raM II' '" ",'hlt h .,hlrlt f ore J"bjcrftJ ISlfd. 1I,.. t', /h, w.hi",loteIJ
d"''''ptJ, b, rom, 11IO"
Ih, ....,.. 1'fl1 pctWtl 01 roll d" "..,..

J"'"''

A..ootl ' Ui "",I, [ ..r /h, roU p,riod o[ '" . hip II

,t.,.. b) /h'lormaiD :

T .. roll p,ri"J III flCoM.

H .. m,,"lJtd bretullil /n m,/rt.
GM _ m, /g,u"lrie h ,ight/If m,frll

",'tIU',,,,rn

11t,
h,ighl .1I_1t1 ", h o". l or ".} to.dlJio.
""'} Ihuifotl '" usll, obI<Jl/f,d.

of louJi"g "ltd th,

ulUI,,,oiJr,.

O'Q/",'" T

J .2,2 11t, /tullilf' d um s "'" b<.JN "PO" 114iflllN CIIJ, oIlS Jllip
'Jrlir roll
olf,lI 01 ZO d,gre" i. toM bi _,, "" . . .WI pittll 0/$ tI,gre". If II ISJJU-U thoJ
" ....-tnJilu U porilunecd III 110, 1_1'11 , lid ISJI4 ""lbowd "'If' 01. t]pkd 'fV1O
JIIip ISI>U .10 ' - ' JJQIU1arfI tnJih~ III si.f "'.". 111, tlwnf J...... 110,
01
,...11111 ...lIitll sll_ltl H " '1,,/rrJ iIf lit, dl/illtJ tirc'...... JQ.cn .10 , ...." thol
IS ~ IS" 110, wll/." 0/ f .5 kI,. II ./If ut"dM, (The d'loplnition o f the
ta.hifll1 telaung 10 the chans is as shown in hl .~ . " .)

.UMbI,

111

3.1.3 Th~ cham an drawII up lor typia.l rallKn 01 G liM 01 wni-lraiJ~n up fO Ih ~

ftlQ.f ima", ",~iKh t curnntly p~rmirt~d. For a 41) IOII II~ gross lraill w~ighl illdadi"K lrador
a llit, if has bUll onumed thai th ~ corn sp01willtf lrailer G ~'M is 31 T.
III order 10 uu th t chum lor" pu rlicular cau:
.1

Work o ul th t rou ptriod T, usi"K th t 10rm uUJ ill pllrograph 3.1.1 ob,...t

S etea Ih t chari lor /ht approprUJJ~ . eh id t G " M .

.3

Pick off T, Ih t mil ptfWd.

.4

Pick off Iht h t itfh l 'if th t dtck /" questioll abo .t Iht "'altrli,,~.

.1"

Find th t I"'truclio" of roll ptriod 'md htiflht "bo .t Ih t ",',,'u lillt (Slep<..1
'lIrd .<1;.

.6

Th t ",i"imu", IIumbu ol lal'h illg s

illdica ltd by Iht limit lin t 10 Ih t lift

lYcomm~lId,d

lor lilt d efillt d (u u is

"I Ih t ",,1111 01 illl. " . ,;ti,,,,.

A'O TJ.~;

Ihu 10 tht difficulty III predictinX dynamic autlu ution . olld /ht w"'plnit.~ 01
dynamic c"lculatiuM Iht lashillg l oras uppl.~ 10 riXW "lid UII.l p"",X c"rxo. Addilimrul
Ia. h inx' """y b. n quireJ ,,, 'Isil l dy""",ic lore...

ro,\',w: I .O ~/) u wrr LI.\'f:S

FOI/; 6 U ,\ 'E ROi/l O SHI t';
St",If/. TRM LE Il S 7V II'I' D ,0 T f O/lIl,oRI>
~ .,

~; ,\'O

Of' Ol i UIO,o /II' /.i l" t ,

/1011. ,o ,,'GH : 10 OHi RU'S;

/'ITCH A.-VGI.E ' DE(i /lI'ES ,

f~'

w n

m'"1 II

~, J

,,

I!

,!;
,

I "\
J lA.~" ''''''

rI " \

'I

"
"1;0 "
.a '"
w '"
'"
Z
""w "",
~ ,,
> ,
~

I "
\1

.30 TONNE TRAILER

J_

PER

,~

'>l[)

\'lUI'l

l'j;- 'I' \

LA"'," "'" PER SIC>!:

Fig 5. 15

,,

,
~

-J-..-.l' ' ~
~4
"
QL::;!,! f-r
7l"
' 7 ,,~.... '>l~' ~""

-, ---',

~ .

m <

w _ c

I
0

-~

-" ,

, ~Y~,

.~. ,

, , , ,
" " "
ROLL PERIOD (SECONDS)
'I

Fig 5 16

'

Eumple:
A ~ trailer i , 10 be secured on an upper vd'Iicle ded ill l. hei&hl 8 1lleI:~' l.OO.e !he
...ater -line_ Ro ll per iod in !he Ioadedllol.ili", condilion i. caku~ l.$ 9 second, H_ - lNIly
l.minl' per $lde"
Ta~ e horizcntalIine at 11 nlelres .II left hand side _ E nd wrn. n: mis inlersc,," the ~enica l li ne
fr,,' n the ba<>e ellendinjl: upward from 9 ,",cond. _ lhell mo ~e lu the kft umil a "Ia,hing l
eur~e is IouIIXI - in this in \Uon~ .I minimum of 4 (fou rl ll.>h in,s (each o f 9 S lonne Iimil
Io.id ) on each ,ide o f the vehicle.

II ....ill be ~ tIul 8 Whinls each .... iIh nominal b.-e.oI<-1o.od of. ""-y . 19 IORnd . ...i ll
provilk " lOW nomi.w b.-clol-Io.od of IS2 _
t. ...tlcreas the lUailhlfor....-ard J -umes.,.1e
woukl """, i~](I 1 J equal, 90 IOOnef o f WhiR, S. This is .....0" ... ee Code ', ,rl.f'h .1""""
for roll an, le of 20". " ro ll period as Iuw IS S seo:>ndi ill I metre above IIle .... iler -line Of
10 cords .II " heighl o f 24 melre< l.hove the water -line - e u rc rnc:s which are unlihly W
ari in practice - compared wilh the 3-1ime1 ru le ...hich allows for a ro ll angle o f .' 0", a ro lt
period o f nol leu than n seco nds. and .I heighl abc..e the waler -line o f al>oul 4 rnclres , In
\umllW)' . then . the Code 's graphs cm be relied upon 10 pro vide lro,,"""rthy ,uitk lines, .\
_11 .~ rapid and unco<nfll icillXl rnetbod o f obui n,,,, prilcticl..1 rc....ks _

Hdpl..1 Mu<n ......doolio_

Prior 10 IIN I . lhe mo<l helpful ,uidln' .erommendl.lions for loKIIrin, vehicles ('Ill ro.re
ve~ls could be found in ~Icrchl.lll ~hiJ'P i "l NOI ice M ,M 1\4'-J,
They were deu.iled .
colT1Jlrehocn ~ive nd lno Ien, 'hy 10 be quoted here in full ,
"The "'t S<>u~ has been
wllhdr .wn, pres umably 10 coincide wilh the publj( al~ln o f the HM SO Code o f Pr acnce
referred 10 altbe heginnin g of tb ;, Ch"l'le r , The advice offe red w. , dc. igned 10 minimi'IC Ihe
ri ,~ o f lipp inl and ,Ii<l inl , particuldfly o f high-\idcd I ik" . full of cargo, and ",'ith high
~nlrel o f gr.lvlly . The S OI ice commenced ...ith !he words:-

l liu nn l n"CftI i ,-ran Ibr

doola'*&t

J)r ~ ....... l

".10..""d b) llor \hittill' '"

.....

rKri~r<I

~""id.."

and

m brr ,,(

10

ib

p....u '"
ilhi. l lor

'fhidr/(lll'"10 sl"""" 01 51:... 51:0 , .. i.... . or1 .. n"I ~)

"l lhe portrd inciMnlS
h.... ..r. ..U..d in k
or life b .. 1 tNI I) minor ch;Ul&t" i.. lh U..rn ..I ..... nls no,,)
.. r U ha. .. prod
it .." ti".. i.. . "m.. nllh..... in. ta'I" from whir h rn;ti'".
r>l.,u ull y ,.. uM h..~ .. de. el"I',d ."
l infort ulll.ld y, ~iflCe \h.o,. !oC "''Ofd ii were ...riuen Ihe ... thor ~ oo"" s o f instances ...he re injury 10
cee o ffICer and Ion of life of aJ'lOlhcr occurred becl.UlIe' o ne o f the " ,"'in,luIS on !he vehicle
tr...1eT "' as in poor rond ,.. on ar>d floik:d . ...it/l wbloCqu.:nI lk>mino e neo of rocidcnls
f"""h,in, in uu"ropI>ic dum . The ri\ts accep<ed vnlunurily IS pan of !heir job by m ips'
offICers do not include - nor \h.oukl !hey include - IIle kllO>Oo led, e Of aun,mcnl o f
_~kerlCd vehic le lf~,kr 1~"' '"I Iu "
The efflCielll l;OIldnion o f such lug. i. , and \h.oukl
rc m.oin. !he oulr ighl re~pom ,bi l;ly o f !he 1hipper or - by eOlen,ion - !he relcv,,", roed
Ira'''pon o perato r. Some advice in this conne,lion i, c"n1~ined earlier in thi, cha!,ler. It l'
i"'l'.,rl""t for rnry, nor cun....rn..d 10 r<'(02I1i... Ilull if 1I 1a., hin2 rI' lIin is rr"uir r d tu " ... ..
b-lI1<--l< ...d in til .. ranl r 19 120 l.,nm-( il i. rqu"lly imp"rl"nl rur """h la,h in2-1.. . un I" "
H hielr tn h"' r " llra. I th" l b.....:o1<--&O"d" p',,-uhl) " ........ If ....di n;or) mild , 1....1nound b....

11 3

Os .......d r... 1M lU I , the bar d.........l... .."" ld a~d 10 M al It..ol 26m m , proply
.. dd/allacb~ 10 a Ilrmrth "'""""" ullM . C'h id~.
"The Anne .e 10 !he M . N<:.ia: - aIIhoucJl ....... wilhdn ".n , prowided a lIs.eful method by ...fli<;ll
10 ~ .. ee lippina. and slidi"l loren lilcly 10 be dewelopcd in . dliclt WIIin&1 on ro- ro
shipo - Md from Ill. poinl do:(-i!k ...t.eIher 10 U!IC the J-.timc,1 I'\IIt Of 1OIlleIhina. a little 'cu
loII1nleN: , "The method il demonwa&ed herein bee."e the b.i.lic prilldpiel inwotwd an be
.......tied 1O .al1 aspectl o f de<;k carlo in tircu~1 .. ~ !he more l e ner.al method . t iwen
e--tier m..y I'I<JII be wholly appropri.e .
TIle method aU llmes . in !he ab:k'1lCe o f any more prec is.e inforrnaion. lhal \'dl icle l and/or
unitl of n l l o 11O""1ld o n ~ deckl o f ro- ro shipi ....ill be subj.ecled to the follo.... inl fOTCCI :'

f or te paralle l 10 Md aeroll the lkck

For ce norm al 10 the deck
Force in ~ 101l1i!Ud ,n.al d irection

<.

1.0W
1,4 \\1
0 .3\\1

Such foren .e iNCnded lO 1'e(':>CfIII thc IOU.I IO be ipplied in each d ll'Klion; Ill. il . the}'
thc aurelllC of !he lIM.ic Md dylWflic foren

Me

To e.am inc the foren au"nll ~1",,11O tip sideways, for in-unce, rrKIlTlCfIIl Me W en MIouI
ee OUIU edle o f thc trailer ...flee l .. illum"~ in FiI5. 11 . ( foI' thc _ ll\Ilhcm...-ic.al1y
inclined. don 'l be pul-off by ee -:>rd molt'leru ": it juS! me:anl thc produa o f multlp lyi"i
I weil hl by !he IenClh o f ~ jever il' l wor ki"i on . 'oI.1lcn yOU push on the outside edle o f
door wh ich is 15m ....ide .... ,th a for ce of 3k, . the hin, el bc<:ome the fulcrum and the
"momcm" i. I 5 .3 ,. 4 5m kl . ~id u: four poinl nve metr e kilol ramlflC s )
TIle forces prevenlinl tippinl are the ven in l down ..ard force and the la.hi nll ( F' T) '
momenls are laken about "A' , !he OUler edge o f !hoe wfleel - ee fulc",m politlon .
equatio n (from f il 5 17) can be "Tillen u :-

F' T' L " (I ,OW 1 2/ 3H) - (1 4..... I X)

trampO:k'1 10
Fu ' (X +

nS,n ' "

W (0 6 7H - .aX)

c o,, g

,I
Fu " W CO 6]" - l AX)
(X + Y1 Sill 8

'"

"

""

I
\ I

n~

,-

,.,'.

.'

If
~

In f iC.$ _17 lhc1l: are : two factor 'constants "; one elective f<lCtOr "oonM.anl "; M Ie~ four
phyt.icil d i~s ....h ich nlUJi be measured (ei!her on site or from an accuate 5QIe d n ....-inl);
iIoIId one bue anile (a&&i n, found by meuurernel1l on s~ . or from an 8CC\IT3le su le drawinl
or by tr il onometry if some other VM..cS are known) as fol ~ : a.

A ' I ' faaor coru.tant" o f I.OW relat in, 10 !he

trll\Sverx ly MOro,, !he dc.ck:

K\inl pallel to and

e.

A 'g' factor "conSlant" of 1.4W relalinlto the force actinl vert ically to the deck:

c.

A 'g ' foctor "constant" o f O,) W relating to lI>o: for ce ochng parallel to and
long itud inally 10 ee dcd ( not shmoon in Fil .S. 17);

d.

An elective eeeee o f l ra" it)' (c of I ) ' COI\IWIl- of ' I ,H. If !he e u a c of I of !he
unA ilI ..-IloIe is not known , and Ci,N'oO( aIlrMcly be c.aleulalod , !he c of I is 10 be
l.aken '" bein. OIl a heighl above !he deck of
!he o"n ll heigM o f Yehicle and

for~

'I.

bod y;
e.

f'lty sical hei..ht ' W : the overan heilht of Yehicle and boody ;

1.

l'Itysical le ngth ' X' : the horilom,,1 d i\unce fwm !he o ute r edge of Ihe OUler wlted
to !he centre line of the uoil al a ....ho le;

I.

Pltysical leoClh ' Y' ; the hor ilOnuJ distance from the centre line of the unil lO !he
deck jevel Whinl k'n ninal;

l 'Slnl iqll<ll"ed lraplt paJler and a reuonably larl e 5QIe - 1:200 fIts nicely on A4 paper ,
t.e. Scm _ 1m -I"""uce an oullinc d raw;nl and meawn: (or calc\llate' !he baoe anile , .
t: l ing ue ""lues l i"en in Fig.S. IS and !he encln.ed formulile gi",n in the 001 o n the
previou s pale, the lippinl \ ideways force may be calculaled :
W _ tutaI weilhl o f tra iler and CUl1lenll
H
y

X
X

JO tonnes

H82m o r wltkh O.67H = 240m

r-- .-r-

l. .$m

1. I$m

Y-

2.6Om

8 - 7S' at trailer side la,hin;l

I~
I..: '.
Io -

.... ~

.l. --t 15-

f 'I $ l lI

Fu = W (O, 67H 145l

(X + Y)Si n 8
=

Tipping for ces

30(2 4 -(1451.15 ))
2,6 Sin 75"

30 5 0 79
2,5114
9 437 IOMef - each way =

18874 rccocr. in all

Where lipping forces are "" I properly allo.....ed for and secured a"ain.ll, severe adverse
weathe r cordmons will exaet the penalty shown in Fig,S, 19,

Fig,5,1 9
To examine the forces caus ing the
"chicle 10 slide sideways, il is
assumed thal the trailer is supper "d
by wh ls ai one end and by a lr estle
(nr hnrse) al the mher as ,hown
Fig ,5,20 ,

'"

,
,

,,

c:::: ............

i!\
-

VI

~ ".',.;;.
,: 'I'

.f1',~
.

,,
"

"

In each instance sliding is resisted by the frielional re, istance (denmed by the leiter '!, ")
between trestle/trailer frame and tyre/dec k and also the lashings , itown a' F,-, in Figs,5 ,2 1
and 5.22.

116

!~.

'I

1
II is a..lI med that hal f the lOla! fOtU ' act .;a eaclI end of the Iniler &lid t/LaI the oo-dlicient
of friction ~n ~<Ik: and ,ra iler fr~ (Ol' ~ and dec k) '~0 .2 . and bef-.en rubber
....tI.ec:.. and the w:el dk iI is 0 ,4 . 1oCC . all(!. ~r I on !hislOpte . . then. in the inwna:
of Fi1J i.21, the Ire.ck: end of the Itailo:r. the effcai~ _lidine forf;C

~Il

o.s..... . . (0 .1'1.'

jll

O SW . . (O.1'o1t'

0 .2)

..

OS... - O. 14W

O)6w
the (Of' in the I...\h inl resist;/ll 51id,nl "

fu

Co. ,

Again, u. in, 5ll"ared graph paper. produce an outline dra...';nl and measure (or Cal CU!a lt) the
base ane le (J, In this inuance. usc the values shown in Fi&.S.2I , 100
108

f u 0 36 x J O -

Cos 33

So the rorce in the lash in,

- 12.877

Q, lOR7
reii~ln&

,lidin& .;aIDe lreslle end _ 12 877 to nner.

In the in<unc:e o f Fig .S.22 . . the wheel end o f the !rai ler the e rreeeve 'lidinl force

..

0$ \\1 ,0.7'01.' ,,, )

'"'

onw

0.SW -(0.7W .O,4)

Then the fo:c in the:: Luhinl fCJilolinl slid in. '"

Fu

- ~
C~ ,

nr

0.$W - O.2&\\1

Again, uM: l<juared Iraph paper to produce an ouehne drawin, !O obtain the base anile 6
calculate it by lri,onomelry, In thi, in' w>ce, use the valuelo l iven in fi , S,n . !oO

Of

Fu -

022 dO .. .M0.8819
COlo 28

Combin;n, the I;",,; n,

7,475

, Iid,ng force,; 18.S74 + 12.s n

+ 7.475 equab 392261ORnef,

mild steel chain or 1lOe1 wire rope are uM:<! the swt IIlI1!ot Id eu:oed one \llird
(H ", " ) of !he breu1oad (!he 3-lime1 rule , &lain): 50 !he aurea- break-load of !he
Whin&:' uM:4 ...... \I be 39.226 .3'"' 117.67S lOOIle f.
\\~

\\~

hiJh k:nlo ,1e alloy stee l chainlo are used !he swt muil

no(

uceed \lIl-'O flfthlo 140 " ) of

!he brw -Ioad; 50 in thilo ,n~ the aure , . lnaklolrd of high "'n,ile l;uhinl chaiM
would be )9 ,226.2.5 '"' 911 ,065 tonnef.

It >hould be noted !hal theM: IWO resu lu are more ",rinlelll lhan !he , imple 3-lime, nile
....hich . in !hi, inl la11ce of a JO-tonne vehicle. would produce an aurer;ate break1oad of }O
~ 3 '"' 90 !Onner. Thi, is becauo;e the simple 3time, rule applielo to deck car l O ilCm, where
_ ;I hl can be lopread 10 cover I relatively larle l.lU wilb full frictional CO~ exerted on
!he deck by timber dunnage with a co-emeere of frletion oIOSI ; whereas a ~eh ic le has ...ery
little of ns bn e area in co ntact with the deck: no more lhan its ",hoe l, wilh frictional coefficiem 0 ,4. and ies lrellie with frictional co-efficient 02 .

"'

C1 IAPTI:R'
Ca rlO Cont<a inrn On S oo Pur ptN' Buill Ship'

Fn1 l hl Conl"inft"'i
The ~ard container is ~ ~Ot\ unit. a fu1ty ~ndoscd and ri,id rccunt:ular box ~Ot\ in
\ellJl h and o f lUt I gft c nd ctl)n S!ion, fined ...ith a pair of hin,ed doors 31 the rear cnd
In recere ycan there hn t>o:n , ckllWld for oonuinen. of gft 6in hci,hf " ckllWld ...t1icll hal
mao:k lhis hi, 1Yrunit 'lIandard in some: Irade, and crc31<'d the prnhlems of ~o...inl conl,inen
in adjacent stacks of mixed hc i,hl' , rnil hci, hl' of ~ft and 9ft 6i n are beeomint
commonpl.~.
1be Ionll.itud in.' utcn sion o f thc haste coOla;""r is the 30ft alld 40ft
reet VllI.u l;ar box . CAlmai"" .. of 3~ft and "~ f1 Ic nlth arc also used hy some shil'l'inll li"",
All these d i"...,nsions are exlemal.

Entirely of stecl sides. cllds, roo f and floor: fl" 1'.""ls nr OOrrut:Jl<"d sheeu:
(containers usually havc a tin>bcr floor):
Of various aluminium alloy' in similar n:us or profIle. ;

or nur iro.: ply...ood of v;arious thic kro.:sses;

Of ,lns-rcinfor<:c'd rlnc ic (GRPl:
Of ""'... or more o f the

above m.1Icrials.

The corne r r osu , comer C:ISl,"&S, bottom rails. under bearers a nd sills are mainly of sl1
and should meet the d imensional wlcrlllCC and , u-en,th If'l''.'ificatinns '" eSlahlir.h.:d by the
Intcmational OrtaniS3lion of Slandardi U lion (ISO) and addilinnally hy several o f the ship
clas sification societie . Fil:.601 10 6.04 illustrate: the p;u1 ' o f a contai ner .

, "

..

"
f ig 603

,,'

. .-----

.,

~~

Fi, 6 .01

(d Ig)
ri , 6 02

I"

"

From IWIll pa n,1

-----

Front h,ad"

~
t!jjfi!..J:j;;
000' ht'' '''"
L/IS 10/' rt'ar
clim er

CQ."in~

R()()I pantl

Top sid, ",il

Front sill

Front RHS

Roo

Com " p ml

~"idt'

<,

- - 8ollom sjd, rail

Cam end guid,

<,

80/w", siJ, rail , kin

RO/1Om em"'-"',,,,b,,

IFloo, ' ''pports)

,~, -

__A

Floor

;p;
~

floor "Mli ng gll.lk,1

,
Ul'er

""

,,

HilS dm>r corner {IOjl

or RJIS ",ar ro m er pMI

RJ/S bOllo", "or corner CQ.<I1 ng

C,mlQiner: Couru.,>' 01 Flo" ag Llovd

R,ar .<iII

f ;g.6.04

from this ha,ic unit a mullip\icity of variations has evolved. i,e , the open-top comainer . the
tilt-sided coma incr. flat rad. me '-ar;ou! types of reefN unils and bull-liquid lanb of various
,hapes fined with ISO slructural fra~s , There are also varialions in lenglh and height (See
f ig, 6,05 to 1\.07. for inslance) !leference 10 JA NE'S f REIGHT CO NT,\I~ERS and
CO:\T AI Sr:RISI\TIO~ INTE R~AT IO~AL Y[,\RtlOO K gives ",1'1\< imight im" the ronge
ofunit! a,'aitab\. any line of which may he pre,cnled for carriage a' deck cargo ,

rn.s.os
1f"lf ""~.,

'r==:=::=

d.",",,"

,,"'''~on',

J,...J>I.",,,l.-J

,,

;t ~1

"II " ..1

'f'''''." ""if
" ~I"",,,

~
.I

",

"'6'
0 -..
..,..,..
_
... ""/1_
~

, 1\ /

rQ .l

3'JI . . . . .
~

..., ""wJ.

.'1 ,

" recere ;lIlrodUf;tion;!he Cl"(' cellubr unit ~wly oo i,ncd '" carry "".... ''''''~ or I ~ m
~ 1m Europ~llen .. 'ithoul ...:wed~ , Tl\i1 h~ bn achined by incre~ inllhoe e ~lernJ.1
...idlh dirneruion 10 2 _~m (8 ~fl l and by rec=;nJ:!he corner po!>l~ (FiJ: 6 081.

. "

II

,,. ....., to. "" _

"' ~ ,

,,,

1
".I '

~,~,

I"

A normal 20ft unit has a tare ....ei ght o f between 2 and 2'1: tonnes. a cargo weight (payload)
capacity Of belWeen 17'1: toones and 18',1, toones. with I m.v.imum gros, _ieht of about 22
lonne, . A 4(lf\ unil hu a tare _ ighl of between 3'1: tonnes and 4 ronnes, I careo "' e ighl
(payload) c~ity of 300u1 26 10 27 tonres . with a nwt imum gron weight o f .lO 10 3 1
tonlle1. Special 20ft uniu for c3lTiage of steel coils. manu factured 10 much IJ'IOn: m ingei'll
specifications. are able 10 CMTy care ne, of up to 27 IOnnes ....eight It is imporunl th31 the
rdevlll"ll recornmenGed eron "'eights are noI: exceeded.

TIle INemal ional COIwemion for Safe Conuiners. 1912 (CSC) - l\ fO 1992 ed ilion_ bys
do\t.-n structural requ iremenn for coru inen MId requires countries .. flo rafify if UI estahli\.h

effective procedures for lestilll:. inl{leCtion. approval and maiTllenance. Th is Con'"Cnl ion
..-hich carne intO force in 197&. and in amendments .....ich arne illlO force ill b nuM)" 199J,
requires thall Slfety Appro" 11 PIale be affil ed 10 e.Tl)' approved container. Among" od\e1
things this plate should rr:c0r4 the: nwt illW.lm operaing JTOSs weight. the allowahle Slacking
_ igllt and the 11'1/I"'e'se ra.::king lest ~ "alue
SfonI rinl Con ta inrn - Gfmnl
Currently there is little: uniform ity in the methods and systems uliliscl for seC1lr ing COnl ainen
to the slli,,'s Structure and to ea::h oeer. One essemial is thai the secur ing gear uoed mUM
be o f the correct slrength . A number of imern3lional companies produce and market
container seC1l ring equ ipment and maintain their own conw hancy services ",-h ich rrovide
advice on how 10 SlOW and lash conuineTl safely in I particular ship. Where shipowneTl
have SO\Ighl the advice of such exper ienced manufaeturers/consull3Tlts. the plans prod uced are
genera lly e ffective and, ...'hen fully implemented. result in a very 10.... incidence of Ion or
damage.
This C hapter, howe ver, deals mainly ....ith e e idea that container s .... il1 noc be part of a
regular tr ade . tJUI may be required 10 be carried as deck cargo at ra ndom intervals for which
Class approval or naval architectural advice has not been sought. and ",'here masters and
mates may appreciate some guidance,
The wide variety of container securing fia in, s available on the nurkCl is matched tJy an
equally wide ran, e oflCChnicallerms used for the components Involved . II would be of great
u,si'iUll<:e 10 shore -bued perSOO/llCI if ships' offiCC'rs and sun' C')'oo, when referrin, 10
container secur in, devices , used only those words and lemu appeari ng in the handbook of
the manufacturer- concerned, IOgcther willi a photocop~ {or phomgraphl of the type or
ClH1'1JOIlCI1l: involved Manufacture rs of secur in, equipmerc are uwally ",'iUing 10 provide
c.al.alogucs of componellls with detailed line drawing1 and pictures , and the Oij,N ,.'fiate
handbooks should be kept on board the ships. The author U lends his thanks 10 the
manufacturers for allowing some of the ir dra...i n, s w be reproduced in this tlook.
Imer-teyer suckers , lWiSl -looch_ l11rn-buckles. tuII in, rods . chailL1. deck connect ions, etc .
are .n w bjed 10 deterioulion or physical dmlaJe o f one kind or mother- and should aho.-.ys
be inspeclCd before usc Operat ional suuewu .I b ilure of compo nenu may resu lt fro m them
being weakened by rough handling . Hambur, er I1lmbu ckles should be closely in..pected (or
aceeptal>1e manuflClU re; cheaply-made lurnbllckles ",i ll display poor ", eldin, lit U-Nr'lOcollar-nUl ll1achmenlS and should be rejected .

Although 'lOme minor and major failure' o f conLJ iner 'tacks do occu r in purpose-hu ilt , hips.
the greater number of such casualties involve containers carried abo ve and Il.: low deck! in
non-cellular/non -purpo se buill . hips. and there appears to be an increas ing number of
incidentl arising from the weather-deck ' to,,"'age o f contai ners stac ked two or more high
without Clas, approval and without reference 10 competent naval architects andlor rec[\gni~
container car riage consultants,
The autho r' , own investigation. into container casualties frequeml)' revea l that , o ver a per iod
o f lime. recommended measures which appear to be of minor imponance are increasi ngly a nd
successively left undone or ove rlooked withoul d isaster_ and then circumstances sudM nly
com pire to exert upon the containe r stack the maximum stresses wh ich the full
recommendations and full equipment had been de. igned 10 withstand Damage and loss
re", lt The frequent cry thereafter is: " Bur we have always carrie d the containers that way
witho ul any problems!" _a ltalement which. upon full investigation, \.eldom pro ve. I " be all
the truth,
("n!" inen As Otd , Ca r l:"
Fint ly. a large number of ve,,,,ls which have space on ....'Cather-decks and h.1lCh covers are
no{ pro vided with permanen t r,ttings to re \!rain or Inck the boltom cor ner ca'ting. o f
containers. This. of itself. is no( a pro hlem if the containers are carried in a single tier and
are individually secured acc"rd ing to their Mel cargo weighl faCIO" For such """"Is 10
carry container, in a second tier is a hazardous underta king, even thoug h the practice "
widespread. (See the upper vicw on colour Plale 1 beTw<:e n Chapter< 4 and 5.)
Whe re comaine.. on the weather-dec k and hatch coveTi are adequalely stowro and efficie ntly
secured. they seldom, if ever, get wa,hed o verboard in heavy weather . In the ah""nce o f
permane nt toot -locks and limilar approved rem aint devices. tranwer\.e dunnage heneath the
corner ca,l ings and the "3-times role" for la'h ing< .trength will be f[>llnd a safe gu ide
Where twO tie rs are carr ied, the base tier corner c"'lingl Ihou ld be independe ntly secured
a.gainst movement, and the lCCOnd lier unil< should be twill -locked to the hase tier. So
secured. the containers them", I,'e, may be e..ensively damaged by the irnpart o f heavy sea>
coming ahoard . but the securing arrangements. the conlai ner corne r ,"'tings. and thc enrner
posts shou ld ho ld fast '
Container s are des igned and constructed to stand on the four bottom corne r ca,tings alone.
The bottom side rails and/or Iki" ,. the fro nt and rear ,i lls and the uoocr -tloor cro"-hearcrs
shou ld remain free of bottom contact at all limes, The skir ts of b" lt om ra il. are n"l
stn ngl h mem bers , an d "ill b uck le a nd ro lla pse if pla ced on d" nn al:e lim hef' . (Sec the
t....o lower view, in colour Plate r and Fig, 6.09 to 6.11,)
Fig 6.09

124

Fi,

(,. 10

:'O J. _,

1> _ ,.....

..... '1"''' _

~-,

S,.I. M,I.,

~,~.,

-'....1 .. II,

'" j "" <

<,j",,~ ,. "

I""

1'' '''''

If filling< ar~ "",,"It ,, -cl.kd 10 h;d,'h coY~r<. de~h Or la"l -Ior' . r"n C'l,n,ilkrano " m"tt be
,,,'~n
the d<w.'n,,"ard a<:lIn, fN C<'S ,,hich lhe- !>II il" , ,truet"'e " ill he- requir."<l ,,, " oth,u nd
"tten fully-hlen ,,, m,,i,,,,,, are ,n ro,iti"n , A "nj:1e >lacl ,, ( ~ '< ~O fl , ~O-ton""
will
~,~., a dllwn 1"",lin, Ilf .ill lnnn, \ , Ik ncalh ~;K h l~ " n." ,"I inlt Ihe l'"int-k'",hnJ: will he
a('< lIlt J,j~ ,on"" ,lm' , It Is itl1 I~' ft a"t ,,, 'I'rcad Ihat
r.C'C Chal'ler 1) "",I ''l""lIy
iml'onanll" en"",,. that Ihc I'lalinj!. and Ihe 'Ifllwore he"" alh are luflide m l<l " ilh.!.,00 . "ell
r"ren In,tances ha." ocrum:<l ,,h~,~ Il al,h co ., .. and de, ~ ('I.I1i", ha<'~
('''' rc~ d by
thoe boltom cor ner Ca.!in,. ,'f Wnla;""". " ", IIin, in in!:"" of ".>fer I" carl:O C'Omfw,,,....nt.
:and npo:n ~' e f''l'ai.. to thoe .hi('

'<I

,m,"

k>""

""'n

The Un iled Kingdo m Department or T rade ~fer~hanl Shippin, '1Ol ice 1"0 .1>:'4 (Oc!ol>:r 1971)
'13tet , imer alia:-

J.

u ct'f" ",'hl''' thrrr D prm i .intI " IaNifl' (/ ""iv." ....l:. , Ir ",hl'~ .simillll' dl";cr.
10 bt' iflSl'nl'd il< ,hI' bon.- mnla /iffi", .1 of 1M rotItlJi"rr QM i" m ' ui' lJ/>/y
drJ I/C1Ihl ~l'crS.<rJ ill thl' hatm ""''l' f'J or ! Qbric(/u d J ,d .v nnl< of <If'f''''l'rilJlt'
.<t" " IC,h. ('01Uoinl'~S rn m nJ on dff.l: should bt' ." "..-nJ nnl' hilCll nfl! . In .<lKh
caUt ,hr ('(lllllJilll'rt t N, uld pr't'faahly bt' .<I_ -nJ fi.., and IJ/i. f"1'1'l'"rnJ Imm
slidlfllC alh...'a,uhip.' and Jt'('/lrrly /a..hrd CllCai ,,-" /i('pi" /:. Cn"'aill l' r l .hnllfd
Iv s
ml dnt IWtl,Ir
hi~ 1r only oll /hou ..lril''' ...hi, h haW' U C/lrinK
arran~rm'lI/" .l(w:Ially pmvukd.
AI no tim, should Ilrr dn' loaded
containers IJ va.""".' Ih, hlJ/rh mw~ IJ~ Ih, hall'h ...u)' .'"f~lIrw ~,: i n CIIW.' IJf
douhr dl'tuill of stress IimilafilJ"-' .,hould Iv "hwittrd frlJm Ihl' r/,/ni/kIJ/ion

,""#

mr>"

.m drl)' ,

Exf'C't ience h3'l sho n th31 this a,h 'ice is \Ollnd commo nse nse- md , 000 l<3m3Mhil' . 1lIe
at>ove ~r Nol itt a' JlJpc"nakd in M Mdl 1985 by SOlk e No ..\ t 1167 ...h ictl pun
shipnulun on noI ke 1hM: fJ.ilure 10 oeseoe the: ~l erch anl Shippin, fLNd l -i nr s j fOetk
Car,o) Re, ulJ.l iont 1963 renders them liat>1e 10 procttd inJt under the \1 erchJ.IW Shippin:
(l..ood L ines) AC'l 1967.
<herload ing of hatch coven may cause escessrve deneclion and loss of ...ale" i,ht itlttgrity.
Anetllk.ltl it dr;lV>lI to the Inte",ational l.oad U"" Rules a. J'uhlished by IMO in 19H1.
Regtllat i(m J( 1:' ) says: ( Wrath," i" ht: W, mhrni;:hl ml'allS Ihm Itt u"" W'a ('(>"diti""., ><'(IItr
",ill nof pellNratr lll l'l lht -'1111' .) Rt J: ulalion 16 makes it clear Ihal - for miloJ ucc l hatch
co ver s . any dcffcctton mU ' 1 nol exceed O OO: H limes Ihe .pan under load : and for steel
poraoon coven the <kfleetions must no! exceed 0.002:' lime, the ' PM Thus _ in lhe case of
a halch pJ.ncl of. s.ay . 7. 14m span lhe deflection mUSI no! exceed :'Omm in the finl in....ance,
and noI more than IS.7m m in the instance or ponIoons . (Refrn'oce shou ld ..ho he ma&
10 !\Iumant Sh ippin ll: f\,"01;"'" f\,"o .:'oI . 1J46 of AU!i:ust 1988 ; :'o l ....eh anl Shi ppio ll: (IIaleMot
and U ninll: J"bn tl Rell:ubtioos 1988 And l ' ode of S"fe PrlK1 ice - lIa le~~. I
Fi1 6 .12

"'''',n.,

. ,,,, h" .

!"oints 10 co nsi<Jer when c.ttT)'ing co nuincr, on the wealhe r dL o r a non pu l'J'l' w bu ill ship
may be liutd as followt :
a.

" 'here pemw>ent fOOl- loch and /or fOOl restraint' lI"e no! "'~'dc'd 10 the Iohip
structure. it i, recom mended 1hM: COI'IIJ.inen are noI can>cd more than nne nc r in
h.eihl and Ihal the co rner Castin" are plattd on adequale limhcr dunnaec b id in
JlJch a "'J.y IS on! 10 coeuact !he , ilb md lOl'" side rrames. !See Fip 6 . I I and 1>,12 .)
126

Spr e:ld Ihe full load o ( the containoer e ver the area of the ~d andlOf hatch cover
concerned. Fi, ,6. 12 Iuuc rares an exam ple of ac-xput>le d unna, in, (Of 20 1'1 unils.
from ......ieh it can be Yen how the prob lem becomes eompounded i( 40ft unin are
in\'OI\'Od . Co ruinen '10 carried mull be lIUIled as "deck car, o . and secured in
accor dance: ... iIh the dec k t2r'0 ru le, and recommend_ions , In Olher" ...'On:h. !hoe l(Ql
holdin, po'o''l:1" o f the lam in, arnn'etrlelll' properly d i'l""sed and' art~ 10
iIJ'J'l opl iIle lcm'IiNl l'l'illls. Ihould be new less dwl lhfft time, !hoe u;lfie ,rou wei,hl
of ee COfltai llCl" and comenl,. (S. also . Fi, 6 .2'9.1
b.

Jr com ainen are '0 be ' lacked two (or rrore ) lier, h ilh . the base uer lohould be
pro ... ided .... ilb permanenl (OOI loch for the lower corner Clli ing, The ront ~ i noers
~hou ld be secured 011(' abo ... e the oIher by me~n, o f rwi~Hod , ~nd l{)r k>c kahle inter.
laye r .tackers. al\d the upper comer ca' tinl ' o r I block o f unill should be jocked into
n c h other tr an, ...enely by mean' o f scr<'....-br idge flUin" and ,lor ten.inn cIampi.
(See Figs.6. lJ to 6 19. ror inSlancc)

Fi, 6,13

r il 61.5

121

!'it

.>

e.re

So'..... bn,l...

""i
[,i, ,6, 17

~"

~,,
~

" .. ~ 1,_...,.,.
"'1-.1 1"'~.

<::~'::::"'"

./

Fill. 6. 18

Fill. 6 19

C7Q)

I ~&

c.

II var;:llion o n (h) allm.'J fo, permanent welded re' I' 3int! Jga i n~l 1'3nw cn e and
kmcillJdinal mowmenl in)lc;l(J Orf(lO(-!oI:l l , VId (or non-!oI:bNe inter-layer ":ll; ~eu

10 be used behl.-een lhe unitS . IIc"" e'-c. , l;uhinC ch in1, lashing bar1 and/or lash ing
wires of appropri.3lC IlrengLh VId di'P",ilion mull be ulihKd 10 secure the conlainers
10 ~ sllip's .truau'e. (5 Fi &:16~O!ll 6.23. ror inmnce )

s.~tI

.--- ._'"

_ .u~ fi m_r

d.

If drcumsl~u lkmand a lw in-tier '>laC k in !he abo<: nce o f fOOl-loch or w~ lded

re slraillts. !hen fOOl LW!inls (or fOOl choc ks '"' a poor ",b'litulC) must be used and
tho: UnilS shou ld be twist-loc ked toleWr and pro~ idcd .. illl lnhinll' ~~ and in
line .. illl "lk'\: k carlo' requ ire mc,,". (See l-II 6 . 2~ . for in~ J

- <-<.
G.-o.'; J _

....-J..

_1..1 ......10- ...

'"*",.

~"'"
_ , _ _..1 ... _

--".--'

.... . - ........f .. ~
IwJ-'M_

II is appredal~d lila! pal e 17 of the IM O Code o f Sa fe Pract ice illust rates a . imp'" 'y,t"m
of fOOl choch .. h id , rna)' ...fHce in calm w~ad>er condi lions In ...; hers.: !oea cu nd itions .
hovo~~er . ....eb choc kl .. ill be washro away and /or shoc ked 1000<: leaving !he bonom (:OI'J>Cr
C.il..cinll without rc1ot'ainl Timbo:r fOOl choc l s rcQllire posi tive SUI inl : !hey .. ,11_ ju st
sUy flUt on !heir (WIll , Fi, S 625 and 6 :6 illuWalC f'Os~ive loecurinl of timber fool choc l s
Even IN! chockinl ", ill nd da.ily allCntion in Nd ",'Cather . and mal e you ", i.n yoo had used
:IIlrc fOOl ta.hinJs to stan "" lIl

lJO

_.,

f ..., "". ..(

..._.. - ....

f ",/. (imJ,

,w. "

"""",,,,.'IN

... ",. '" v-""..,J... ,. _

... ..,

"",,)

-~,

8m,., (i,,,,I, h."

,.,.J...I /o;.....Ji
W~

.. . _

-~-,
~ ~

.....

"."
"'"
""",.,,,1,
f ,,,..j ",,'"

j.

01

~. l

</

e.

\I,loere ~mwv:n1 fO(l(-loch and brid,ina: inlC'fbyer ~uclers e IlnI u'Ie.L iI 1ft3).
prove eenlw 1<1 Uloe w:R'>O'bridj:e f'llina:~ .llI IlJll'el' and Iov.er adJ~1ll C(W1'Itr
(:I'>linlS in lum .ers.e ~'. In sud! inlU/lCCs. timber ",'edj:e -d>ol:h u....1d be driven
belwee n the corner ca.,tin:s and the screw brid:e fining. then fully lil:hlcned This
will a..isl in keepinl the SIO"'agc rigid (= Fig ,627 j, In Ihe ab5CnCC o f ", ed gechocks unaccepl;ohle workinl snesses may ee enge ndcred (3u,ing fra,1lIrc of the
Krewbrid,c fillings

Ji _
a ,.

/I'doo...

_~.""" ~ ....

!,._ I, ~ " ....J ~ ...I>I~

..

...."""'......... .1...

In the abloellCe of fO(l( locb 0- penn;onelll ..dded re'>luiIllS. un 'ls in Ion,iTt>dinal reno.
mu", be luhed and secured indepcndenlly They mu" nnI ee Ioor la>hed a~ .tl<w.n
in Fiit.6.2 11. 6 ,J O and 6,31. II i. not .u fficientto use onl~' ' ~ n , ion ciampI Of .cr~w
IIridgc f'!linll' in tile longitudinal mode I" secure to, clner Ihe alluninll end; of cach
Unit

132

Fig 6,28

r----

...

-,I 'nV"" /ow"_

-.....-.......~~
,...,.
I.. .. ...

~.,- ll'

laoM.tl

von:
If_

e.G_.. .

","w

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-.

,
,
,

C,..-.- m'''~R ' . ,wi, ..... ,..

J~""".,c .,~,,~.,

"''''~,

.....' .""~

", . h,,h

1.1.1

,'11....

_"'''-~

C'"""'~ _

..

c ~W

-R'.~'"

''''''fi_ . .

{''''''_
,.

t . I, _

..._
....J"'~
... I.. ...... ,
j.
_,c_

Never lise this bill/ lashing arrangement

Fig6JO

Wh",!

('Olll"i"~,,, j" .\ImJ arf

IIN'p -/whrd ,";Ihll/" ri~i"

Joul>lr inter/m'rt'

.<t", "j,,~

ro"f.'. I"r m()\'rmrnl ""d

,-;"rlllio" of Ihr .l'lIId ,,-i/l

~:~~;~:I
wuu ,,i'r.< 10 d,afr ",,01
~
rrt/Clurr ".< .I'ho w" herr,

fig ,fdl

lJ4

I,

1bc individual ITO weigl'lu o f colllainers. or ~;r precise posluon in ~ st~.

~ sel<jom ~ ..,.,. ... befor e die 1iKNo':ag ~ is c:omp~oe. and die ",-e ight s m.:Iy IlOl be:
conlirmed until some time after the !>hip Iw left port . W ith this in mind . ...-here
pri weigl'lu arc IlOl Lno....n. ships' offi=s ~ w n/eyors w.oold as... me tl'l. all
20ft u nits l'la"e a iron ...-eiil'lt o f 20 tonne . nn a'era~e . thal all 40ft units ha,'e a
gron _ igl'lt o f 26 ton"". on ~ verage. ~ thal the oxmre. o f grav ity he at the
geo metrical centre of each cnmai""r. Th e nlJ!TllIer. d i,position. and hrea' ing ma in
of the laihinp ihou ld be: calculated accordin gly. Fig 6,2Q i. jUit one iflll' tration uf
an effective method of $Ceurina: comainers on Mc ' ....here the prec i'\ weights are
~ """, n ill time: o f loading.

f ailure of the se<:1Irinl arTaRJernet1U o f dec~ 1itOwed coruinen Iw occu rred. for e.ample
...bc re ronuinen ...' Crt mi.\Cd ""M brea' -bu l~ J enera! car Jo ....ithout care ful pllonninr. and
~ale secu ring.
When eircu rnst.1rlCe1i require a mi. ture o f Jeneral breal; bul~ cargo
together Wilh contai""ri. ",'hether aoove o r be low d eck . great care must be laken ...ith the
1ituwage. Damage re.ulling from cargo . hiftinjt coennucs In occur in there situation s and
apf>ea" tn rewlt fro m an unrea lislie reliance upon the cnntairlCrs acting as "re. training wa115"
instead of thoe cargo beinll secured in accordance ",'ith normal 500 nd stowage practices.
Ref,,,ence should also be: mO)de 10 the I~IO Code o f Safe Prxt i~ for C arlO ~u""'age and
Securing. 1m .

n l hrr ('ont ain rn

Conuiners o f one sonor anomer ha'c ahl.'a)'1i bn ......ried in !>hip' Tod;)} conu.inerli" rna)
in.clude barrels. drums , bottlei. larJe st1 cas ing. for dcli..'"3Ie ~;rny. NJ' for liquids.
ct;: , It ...oold not be re n o n;lbJe 10 attempllO cover the cntire range of ,uch containers. so
...-hal follo\o.--. arc no more than general r-u iddi"". bearing in mind th.:n the containeu here
under oon, kIer;U illn arc Ii l ely not tll lIavc any form o f in!<'gr~l se<:urinjt lUll- I. Dnlms of
I'llo::tal or pia' tie freque ntly require de( k stowage. c.<po:cially ....he re IMDG (hol1 ardO"'-1
(o mmodities arc invo lved , P rums in the range 40 tll 4~ jtallon. O W to 200 Iitrn l should
l'oc. cowed in small bioc b in ,i ngle tier . be wel l-d unnar-ed , timber corraued. and lashed in
such manner thal tboe I..."'ina: ...ires do not oontaet tboe drums. ~ i .. 6n. alx we . illustr<ltel
IOOnd pract ice

us

Ur,e 5leel , ont.airo.:rs boldin, inl" ra! ~h inery iterm ~re frequenl ly o rrcred fur .h ipmen!
...ith o r wirhout !IeCtInn, lUES. Such item, mu~ be dunnaged and choxked ~nd pr<J' i<kd ...ith
lop-l irn~rs "" "" ID !leCtln: !he C(N'lWn.:f "'ll ilirw. ru n s. 'cn e and Ion, irud i n~1 movem.",.. and
10 lash down "XUTCly "'ll ilin~ vertical mo~cmenl_ Fi, .6 .) ) pro~ idcs I ~ icw o f one melhod
of SIOW i", and securin& sudl urns o n ' ''''Ulhcr-dcck ,

...

---.-

~_

..."!'-- .,
~

\
-1__

V""" '~ ,." "

...... .

,.

Fi, .6.))
\\'llere neMby wuau= are nollui lJblc 10 choc k "'lllCn:\!. "Ion, d rift !ilnt>er ehodin, Cln
be used f i, s 6.34 :utd 6 .35 illustrate I "Ion, d rift" PWl and elc, .ion e>len.ion g f
Fi,6.) ) In ..ar;h imuncc it ;, moSi imporunt 10 CUl and 5Ilre!he bunr....... 10 an ...,Ie
som.....her e bctwttn 45" and Y' from ee horizooul. but no more and no Ie", dwllh.. , Tict>raocs are C-SSCnl;a! in IC1)' such S\ITl n, arrangement . and !he Ir om i"ion h"" freQIICml~'
rcsulled in ClUSlrophc both o n-deck and below.

136

Fig .6.3J

n.,.. l i"~ d' ,~"f

...._ " ,I, ",,' .,Iu' ~'''' I,",

. "'....'~ "'ff<'-

/I'd"" ....rlN"'''",

. ' ''_<I&-..f.' _ " '''''''X

5,...1", n",w",,,r*
""TI" />; " " ...

/<"....."f

" "rY ",

,,,,I>.

,,<wi ""

r..J .-100>. 1 _

1A-.... "~ .""

""". />;

"''''''''ry

- : ..

'" fi","",I .../l

,I/F"""". "/,,,.

~,

!
117

t
t

[n all such 1Iov.a:e and securing

ar , ang~mo:nl ~ .

thin k o f .....hal need , 10 be done a<k'luald y

to rcsi,t t/loc dfcCII o f a larj(e j(rffn Nurth Atlantic breakinj( swell rominll aboard j u.1 ...hen

!he ship is roll inll2cr into

leave pe rt .

n.

Yuu '''' In 'l let a seco nd chance .

!IO

male i1 1000 befo re you

Th.. pc....... n.. ol lsn Conlain.."

Thr ""mill of ISO roflUi"" i, n<Jl ;oOl. a 5hip opetar or's prot>lem. Conwncn arc ofte n
~kod II pLKel ..t1io;h may be nwty milts.tl'ld !IOfIlCIimes ..ven K .eral day" journey from
Ihc _inc lermirLJI h i, Ihcrcfore ~ thar cvef)onr involvod ... ith conuincn. II
...-hIlc"ff .u,c in Inn, ohould be fully _IIC o f Ihc SlrU K ' Ih.tl may be l encracd m !he:
lU\IoClUre o f the oontalner it>cl f and in &lid llound ce eMIO ... ithin durin.. 1nn5JlCll1.Mion
II,- road , rail or .h ip. and the C.\f ~ from 8S~3 rcpr oduad on t/loc ne . t two lUies may
.........0' 10 indio;* t/loc magn itude o f the aca:lerJlion and dea:leration weuc, esened upon ISO
frcie hl ronllliner. and the.. conte nts. It is .1.1-0 . o f cour 5e, c.sential thal containefl are in a
sound rondilion each time they arc pul into ",,,'ia:.
A number of .hipping oompan ic. "per ,ng purpose-built "'''Ia;r.: r sbfps publi,h arld ....pply
condsdy ...nncn pamphlets and handl o ks wh ich detail Ihe Mre, .' c; to which cargo and
co nl,i ""r1 lU e .u hj~C1c d. ",jlh r~C<lmttlendalio n. and inM ruction. on u.e best "lClhodl of
secur ine carlO i1gaiml lhose llr~"'C' ',',' he re"e r container, ,re b.:: inl packed , managemenl
and ' upcn .-iwry p.:' IoOIII\d lho uld be .....pplied ", ith copies of !he rclevant handbooh ;III<! be
e uide-d by the m, TIlere i, linle e. cu.c for 1I11[Iroper parkinl or Inadequate ,.".;u ring o f cargo
within a container.
TIle ,real problem i, thal llnlike breallbulk eMIO, the 5hip', m.:uter and hi, o ffla:u do.> I\IJC
, ight. ..... do they ha'iC any ronlrol o ver , the COtlIents o f r:onuinc n or the method , I' ... hich
!bey h.ave been ~ke<l and secured Thr duty of ship'l pcr"""",,,lll to :KpI 01'1 tKw-d .
leCUre and deliver ufely .!he ooruincrl .1.1 o fferod for \hipmel'll. If the contc nn of jill! onr
container :ort improperly packod or ltCUrod and . .... rt w lt. b.-o:.U ""rift ...ben lbe .hip
tnCOlJnteu heavy weaker , the u fC'l y o f IT1Ml)" othef- COfIIIall'len and twn !hot ship it.clf COl>Id

be .1.l fI, k.
1);. 1 ;' 11\'" .\ ltI. t tl lt nl
AI indicated in ue U lr acl from Ils son l iven earlie" ...toen a cor~ai nc r is on a road or rail
vehicle it i. l ubjected to for.....ard. rever se and tranner5e nc venenrs .
In norm.al
circum,tance'l u .ese movemc nlJ all take place in the hor illl nlal plane. The accc icralion
e ngendc red by a road o r rail vch icle bra~ in g ve ry . uddenly Can subject the content' of lhe
container III lIru"" well in excess o f thllse to be expected Ircm lhe normal handling
ope rauora . If u ie cargo lias r"" m to move lhe accejcra nc nzdccejera non stresses could re, ult
in an in,uflicit: nlly ..,cured ...eighl moving either fo.... ard o r backward. impo, ing a suddcn
Io;Id equ.al lO twlet i15 ........ weilhl upon !he fro nt or bad end of the cemaincr , When road
vehicle, are re\luired to negOli;l)e relJlively $<I\a11 d iarn.'tCr roond.lbouls 0' to rou nd bends iIIl
high speed . fora:. arc I c ncrJlod ...hich. if the carlO i, I\IJC ""cquald y secured or ils ~nlre
of , ravily is too hiP., may creaIC Iranu efle rnovcmc....... ithin lbe w nw ncr. UU,inl Iht
rolbpse o f the carJ o follo....ed by Ihc oVen...-ninl o f lbe unit and vchio;le ,
AtKw-d a ship lbe lIre,SC' IIC gene,aod in all directions . Induced II,- lbe .......e moIion that
the ship may encoun ter . a ronlainer and Iht
iMide: it may be rollinl throulh aret o f
... much .1.1 7Q". The pilching of the ship ...ill generalc large Vl:nical aca:leration and

,oud,

13'

BS5Q7l: .982 SIQ\Oa gr of Goods In [ [fight COfll ainm

A cu /rrtltilill t/frctr
ClIII4>ill,n til till,,,;'

lIII

11',1,,,,

A. I A"d u 'Ilt loll tD tm.

Arrl'kroJlW1r I'lfl'(fJ.
ilK'lu JilIt >WroJlWII aJtJ .Jhod I'lfl'cu. <lT1' I~
prllK'tpUl ~cal 1<lCWf"S IIwI <l/!l'('f Q
roNal" l'r aJtJ us ro lltl"llS.
Thl' orJl'r of
"lU/(.n" lIJl' (If Ihl' " rrrkr<J1wl1.< 1M '"".~' M
rll('O Unrl'r/'d " fldrr er rraill severe "prr"';nk
cirr" ttW'/fIer.I afld ttuu ma y last .I ulf/clr nrly
I"nx /11 bl' J amaxin/(. ,,'h..n consider..J in
r..Iutioll III Ih.. prlnclf'<J1 <1.11'.1 of Q co"tai"..r an
<1.< fi .lI11ws:w nieul

:'!g;

orJl'r of I.Sg ~' bl' ..N;ulllltnnJ. 1hl'H

a.... C)'c ucul (appro ximau ty silut.ltliJulJ
Q('('..k '<J1wlIJ . maJNy u.u DduuJ " 'ilil IItt'
pUeIl aJtJ MUW mr" ioflS of tI lhip aJtJ
~r)"int bf-tI<UII O. :'!IC afld I.SIC ;lIl<lIal. i.l' .
IlIdllJIlI1I thl' normal gral'ilutionul "ff..ct over
a prrioJ (if 5,f 10 15.1. J"{'ffldl ng on Ihes iu
'if ,h.. ~I'H,I concem ..J and III.. 'l<ftun (iflh,
sea m coun,.., ..J. Aca k rUllol1.<of Ihis order
of mu/(."ituJl' ar.. rurl'ty .."ro""urW 1"1'
""" .. tha" (J I",.. 1I""r.l (, hip '.I .\ fu.llt'r C<.l ll
.........Ii)' uJjllJl r:tJj<r.1' and spud tv rN II'"
til.. dft'CI of HWrl' U iJJ) . blU of WftrJI'
kUl'r UCTl'It'rurimu of lhis
Ctur roNi" ..,
ft" mun.l' J~J.
V..n icaf accrl.-rutiolu of lit.. "hrutir.nul
unJ/or lhod t}pt's " 'iII bl' .."roUlIur..J ill
"'>th ,..NId aN rail "{'f, ut;OIlJ hw ultho",/(.h
Ihr.... tn<I). bf- """.. or I..n ("j,min" o.... . Ih..y
ur.. "-,'u,,,II)' 'if Ju,'h 10'" " rd..r (if mugniluJ,
lhul II""JI pactrd /" It 'ith.,ruN 0/1,..1' I){'f'" 'if
., h", '~ "'ading will lIardly ful Ihrm al all.

n,...

.4.2 " , m cal aut/t rot/oil: 2,

Thi.l ",J..,. of
ma/(.lIlll1J.. "I m.." n .'('nical <J<erl..ratl,," " 'iII M
[rll h.~ <J conr"i"..,. " -h..,, i, it .I.., J" "',, h"rJ ""
a \';naally nl/n-y;"'' );''x .' urjacr .,u('h <J.I {I<i" ..J
/(rtI"fId . <J ship '.I .II' ", lur.. Ill' anoth..,. w nraln..r
which is alr..<JJ) (111 s",'h <J .1" Tj<Jer.
Thi t " ...'..ring-1fJ"grtlunJ tlf..cT i.I all '"VJIIcT ur
sll",* kNldllll . h ,ting a I""" hundrwthf of a
MW nd ill lot<J1. 5<> lur as 1M ('< >tUm"..r
nrWTurr I.J W 1l('.. r1l.-.l. u~' bl' r..tarJ..J u.' a
,1/ hi/(.h frl'q"..,.", o.lfiJlatiollJ ill,,<,I',lIt
rMXl'It'rutimu ""..u.."r.-.l in t..,u of g . bUl h <t,ng
It'ss Iha1l a Ih<''''<lfldlll "I a SI'OI,.J. 5<> la.. u.<
/h.. curt" is collerrllW. "",ell of Ihl' Jh<",!
rfft'CI is filu r.-J mu by (h.. com a;"..,. ." "m. rr,
F..r all b" , Ih.. m,,"" d"'icuu uf carll0l'J. all
all""uM " (if :'!g d..a l ul;"n. t.e, fi,r I'a , h II..m
"f m rX" 10 f ..d t w Ih.. pr.-.w.,... ""'MU"
il.'el/ ufld Ih.. c" malM r Jill,," und twiu Ih..
.I"{'f rimpos.-J ...,-il/ht thut it f ....1s ,,-h..n Ih..
i.I statimw ry . .. 'i ll "",,",,/1y ,ufjiu.
Fragil.. or dl'lieutl' cart ""S II'I<t\' rl'q"irl' ~rial
Im .u""'1It alld lho"fJ ,u,.'u p bl' pa.t.-.l <lfId
_-...1",. sp.-riuli<JJ. UnJ..,. s.-,'('rl' ronJilimlJ
III M'a. f'l'iJb of .'('n ;cal <l(T1'1..rutioll of Ih..

""rst

(VIIt<J'"''''

AJ. l..ont ilUdi" ul GCCtit rotiOIlS: 19. ThlJ

ordr r of "lUglliluJ.. of "","all "'",/(.uud",al
Q('(,It'rutw" or dnYIl'rut j.., ~. bf..1KP""ur..d ill tltt' "",1'1' ullfrr r" i""""
WlUfJluJlIi", Of""atkJf/J.
If tI roN<li",.r " 'rrl' In bl' curri..J 011 a ...'((p'"
_
ha .,,,, ~Ufact"ry .lhr"i: ah.." "hin,
f r<J1",r..s anJ Ih.. .....g(11I " '(' I', , ,, bf- h"mp
Jh"nud al U Ci'J.</VI' Jpu d . III..n
dl'lrru/ j",u of ",,>r" OW" 1K Ct'ulJ "'"
..nw "n"'rrd. bw Ih;.. 1,1 nOI Ih.. pr ar/ir r '1
rr.'l'ofl.,'ih.l.. railway nprratars. On ,hou
railwa)'.t ...hieh ....or do.1' w "'f'lrd ...agoll.< or
.If""t"iu/I)' d..sign..J hb",t chu;l1.f . i .e. with bur
w "'f'li" gs . ft" Ih.. ca" lugl' 'if COlllal" ..rs .
'mlll'twillUldt'a/nutimu will rurl'IY n cud

I, .

139

7Jlt Wf)' ju,tlluu rolUuill...s "hoSt' tIIJ ,,"<JI1s

II<Jw htt" ttJltd 10 a /ooJ tqui",d ' f1/ 10 0. 4
liMts 1M CfJIlI<li"'tJ T<l1(J p,nl<><JJ II<J,... ",o, td
ptrfmf:o wri.yUcroT,. JOT ,,11 bw Iht I1IOSf
alTmIt' tWfI/...uu~5, .. h io'h 1fl1Ul11y illllQ/w
uaaJtqJMJItf:o .tl1<Tt<J nul<'
low jTkrimI
j <XI<>#'J. .1twIOIUU,,1(5 l1I<Jl 'IOnrw1 '""'''''
IEHtrucaJuwJ .1t'N'uT<Ilioll Itwis ...11 l><'

""II

$it~JNt)

ku Ih.ur 2,.
,"'tV" ,II,/nl. bt('""u

5''''''

Tuil"'Q.'
~r optTlllimU
Jtk"llimu of
"CfJWI{lltx u1JlI-Jhod. 1l<lI1Vt'. if i.. aJ,iJblt' '"
pel'" unJ JWt' nul<' "f<lIlUI <I "'JmiIlUl ]6
/uIlXil caJ'lI<Jl .1tt:t'ltT<lli,,,,, A, ,,i,,, !'f't'('i<Jlw
<JJ l'/u JlwulJ bt' SOUKhi JOT f'<J"t<lllillg ullJ
"O""'Kt oj fr<lKi1t' '1T o1tli('ult (,<lTl1"7Jl, IflllglluJlll<ll o1" :,I'''lIi",,.i t lln'unJtTto1 0 11
mud w hir/a willllomlUlly b, oj a 10 ...... " To1tT
oj muX lliluJt 1,,",11 Ib"." t'llmulllt"J 011 ' ail.
<J1lJ 1M 1< '" lliluJil<J1 tift',I.' ' "('f'''lIItTt'd <JI sea
'if <J 1<''''t'T oTo1" ..till.

i,,""'"

"',ll ""

II .,N 'ulJ uL,o ht """,",1"".1 II'<JI ",hilt lJ

0 " " (J11l"
(',,",ing Wlit'! " 'ill , 't'T)'
' 0 11 ...' ..... ,h .... J(f 10 ,ht' '''rlie" I, /u'IIt'T
mIL' h<J... ""'" t''f<'U"It" J <II j,,<JI;.
ro llJmd /lS.
11tt' """" u ",1s of tN t'...........TS-t' tJ/fi1!,
tllroWll"tJ OIl road whi('uJ <V, of Q ' ...-rT
MJ" of _tllU...H dt<JIl lIInU ,fICPY",,,tJ
<JI Jt'lJ , <JIIJ thou t'tIrolUU"t<J 0" ,<lil <v, of
" /moor' 01'01" ..ilL
TAt pouibi/ll)' of "llIID..'Jt' ubr<JIiOIl ,jfu
occ" " ill: ,illl" ..
o llll...
i.I In
J""'lIbtj"" <lll l id"'..,s "",,1.1/1 h<JS a <J.u J ,
or " 'Mil u ,,,il " '<JIon , "ro.."'"s
Jis oJllIm ..", in 'lJilJ <JI III~h spttJ, l lwulJ
"''' ht ill"'''td " 'h,,t' Ilt t IIW"" J,lieQ/'
eu,~o". u" m ne"llea . hUI I"'('i <Jl(ing ...hieh
...iII pratecr .l'u('h eU' l(ot',\ 1l~ <Ji""' IIl, "trlleu/
unJ 1<"'~ iluJill<J1 ,./u!<'b il ""'." '"<"Ulll"
.N'WIJ II'" """t' lh<Jn uJ,qw,," p"'I({"lioll
lJIlJi... l/ 1'<J...n..,u t'jft'l1."

'""I)'

-It,,, "

T",,,,rn ,u Qt'uluruiolll: 0. 111 This 01'.1" oj

tTIlILu..n , <J('(',uT<Jlim. ('<lIl
bt' ,Il((>UNtTtd " llJtT tht' .... '"
ST' "' '
roroJifiooU III STiI. s..rlI rX..-,UT<JIU..... <J"
IfWUIlIy J ..t 10 thip roIJillt "..,..ioIu. n." <Jt't'
('y('/i('QI Q('UIt'T<JliollI
f" p p ' o xi",,, u (.
.."""N.i<llj voznill,f bt't><.'t',,, ~ 0.8: O' ,<,T <J
ptn...J of IC1J to 1llI J'ptNlllt "I"'" tht'
rlIi.l'OCl,ri.tiN of 1M W'lSt'l, lilt' SI<JIt' of th, U<J
unJ III, uhilu, of tM ,lIip 's M<1.." " UI .... ..Ji!>'
roll, ,,, ,jft'<1.' 11, UlltTUlklll oj roUTSt' "lIdlor
Jpud.
A.! ...illl Ill, IflllgifudifW/ t'1J~"1, lilt' j",-I lhul
('omuln"s ,,'ho.it' .,Wt ...alb hu.t bun It',IUJ /I}
<J loud , ,,ul""/trU /() 0.6 lim,.' I!I, eO fl{"illfr'S
,<J/t'J f'<J.llouJ hUI'" p""",; ptrf,ell\' 5 <J1i.Y<Jer0 f)'
ill Un1U. at'"", ,.,,<J/,s Ih <J1 llontl<JI I'U/IS....T~'
<J('rtltT<JIio ...,
iII ht ,. i l lli/iCClll/ I:t It'J J l/wll
0.81,
,\'t'>.. nMulS. if is
UI lJIIL,.."/o' lJ
IT
fU' """ltr<JIw,, of Ihis ",.1" , i.'. 10
<l.l..
l1I<Jl ('<VI<' roI'JJ j u l " d t'u l"wiol\
WniLv '" th<Il jt'b b'!o' IN Jrn-r, of " mod"..
,oDd wllklt ..h,,, bt'tulill,f h.uJ.

i""

_,lliIwd, of ptal

=--

YNN

SURGE

.,

-.

SWAY

_ ~' PI TCH

............._

pn4.1""

"'"''''_ _ M<rI

,.,

...
_

deceleralion w eo.:s . all ibloOCUted inseparably .... ith a twist ine . slidine motion and the ship ' s
0'0"T1 headway . elocily. II should therefore be realiS! thai "~king' is only hair w
problem; the loeCUring of the eareo ...ithin the conuiner is of plll"OIlTlOOnl irT1p<H'Ul1oCe . It is
eSKnti.ol th31 the l oods in the ronuiner are secured sc n 10 prevent longitudinal moveme nt,
either forward or aft; to prev ent transverse moveme nt from one side to the other; and
po<itivcly 10 prevent vert ical mo vement. It is this las t named measu re which is most
rreque mly overfoo ked. Rt'111elllbe. , f.nm ( ha rk. I ,l ha l C:Jqj;n .... illlift befure it shift.!
In most in~s Jpace in the conw.incr . Iongirudill;illy or traruversely . ...ill be blen np
adeqU<l1e1y by me~ of torruninl Of' shorinl . Of' chot:lI to the floor and sides o f the unit.
Otten. toeever , ....tIere cargo has shifted ...ithin a conuincr , it is fou nd that precaulions.
aeai nst verti cal shift inl had noI bee n taken. "The following hinu may be found of value .
althou gh they are llOI intended to supplen~nt or replace the excellent handbooks and leaflets
prod uced by many ship o perators and ", hich can be Obta ined on appl ication to them ,
The sides. ends. roof pano:l and floo r of a conuiller Me noI nor maJly strenlth memb<:u .
Unde r the floo r there are floor bearers and it is normally these bearers and IlOI the floor itself
..-hid! provide the strength. Wbc:re relatively lightweight eartuns Of' load limber uses ean
be afforded bloc k .to" 'aee aga in!>! all sides . ends, and up to the roof. there is linle need for
additional secu rinl measures , BUI ..rere cano ns or ca~s do noI occu py the full space of the
conta iner. then choc king and bra<::ing w ith timbe:rs shonld be adopted , Th is ca n be done in
a varidy o f ways. Choc kine t imbers can be nailed 10 th.: timber floo r of !h.: co ntainer to
pro vide a (ool- ho lding . but !his in itsclf ..... ill not be sufficient. Some (orm ofs pread bracing
will be re'lUir~ with the braces bein l taken 10 the corner po r.lS or to cros.s -limbe n which are
wpportcd at their ends by the corner I'JO"!s , These tu"x ings shoo ld nut re ly upon the end
pano:ls oe side panels of the conta iner for support. Where lighl....:ieht ear,o is requIred to
be SCCIIr~ on Jy ag;ainr.l vertical movement it may be neces~ to do no more than tie the
cargo 00 liuital>Ie bloch nailed imo the floo r of the comainer . Wh.:re heavie r items are
involved. they should be sccurely lashed do wnwards 00 the D-r ings which are tilted in some
containers. Jf these are nnt available then the cargn mu.t be IOmmed ven ically do wnward
from ....itable cro sHi mbers supported at the beollds of the co rner posts. In o!her words .,J,lI
rommin" choc kin, and br3Cin, muv be supported by the r.lren,th mc:mbc rs of the inlenu.l ~
of tho: conui ners themsel,'es and ne ver braced d irect 10 the sides. end s or roof pane ls .
Suilab~

t:.,nlaillcrs
It is Ifl()st impo rt ant tllal co ntaine rs which are mllDife litly unsuitable for their intend ed cargoe ~
shou ld be rejected. Jf medium heigh l hea vy weights arc to be placed dm.m the middle of the
container in such a manner that commonsense deman,,h they be: lashed do wnwards by wire
to the noo r , then it is imperative that the containcr uS! has D-r ines attached to the upper
pans of the floor bearers n pan of its structure. Altenu.t i ~-ely . ...n ere li,hl_ ieht canons
",'ith frail contelllS are 10 be s o .... ed 10 the full beipt of the container . it mieht be necessary
10 provide. mid-ne ight fIoor inl $0 that the Iowffmost canon s do IlOI suffer comprusion_
In StIch in.unces a cont.ainer is req uired thai has a mid -be icht rail dovon bo th sides , provided
with poc kets in .....hich transvene support limbe rs may rest. so that a lightwe ight ""'cuoo
nom" may be created in !he container a. padcin g prog resses from the ext reme forward end
to the a fter end .

The use of polythene or similar pla'l ic bonles, barrels or jars for the carriage of liquid
cargoes is illCreasin& _ Hecause of their oon-ri& id conm'llCl ion , they will flu and move and
change their shape under quire moderate transport stresses II is essenlial that they should
be stowed in small blocks, corralled or fenced with flal board limber, block again.r bhx:k.
The upper surface of the first uer must be fully floored with flal board dunnage before a
second tier is Slowed (or done progressi vely from the fronl end 10 the rear). The seeond lier
should again be formed of small blocks, adequately corralled o r fenced with timber, and
similar ly for additional uers. The imponan ce of no! subjeeling the Io"..,'t lier of plastic
bottles 10 vertical pressures which they were nol dc, ignoo 10 withstand cannot be o veremphasised.
In summary , commo nsense, together with an appreciation ofthe stresses and forces involved,
will in most instances result in the cargo reaching its destination in sound condit ion, Do not
do less with cargo inside a container than would be done with the same cargo if il was SlUWOO
in a conventional ship's hold.

C IlA PTF. R 7

"'*

1M pria, of ~i"l ~nl$. and the char,e,

by o;onlr"':IOU for the labour
inm lwed ,n any liwen ~i",I.ecur'1II operlllion . wary w llk" Illrou&boul the ",u ld and from
year 10 year Dunnaie boards &lid d>oc killllimber, purdwed in Vanrouw:r "" II oou leu
tIun!he IWl'lC 1lUkfi31 OOulhl ,n S~l Arabi.J. . One hundred H OMe SWL l.Ilal:k.1ci orcktcd
dned from !he IIWIUfKturen in P irminl"- for dc liwy 10a ~ip in Li"fff'OOl ",ill be mu<;b
che~ Illan!he wnc 100 l.Ilal:l k, reQUlfcd urlelllly by a ~Ip ITI TOOIa On the Olher hand .
labour charles in Tonia are lI ~ ely 10 be much ~ Illan in Liw"J'OOl. <Nerall. the end
result may be very 1imilar. H'I I! labour ch ar, e, and cllear comp:>nenu in. 1..1). S e" Yor~ .
may very ne;lrly balance: willl cheap bt>our ch ar,e, and upcn$iwe co mponen(, in $01llC nonir>du'llrialiocd island in . uy. the middl<: o f the Pacilk
The compol\Cll( pr icc, hereur>dcr arc aweTal e l ill U.S dollar, wh ich may aprly ill a sea pon
o f, or l\Car 10, an indu mial manufaclurilll commullity in 1'N4 The (orml wh o pro . ided Ihe
illformalion necessary 10 produce the fnllo ,,-inl ('Iurel wish 10 rema in :lOOnym"u I for
commer cial re a'lOn. S e werth cle u . the aulhor e uend. 10 them hi, uecee than kl r"r the ir
COoOflCrallo n

16rnm

f,.

11 COOSiruclion

( ~ It L

7.75 1OrIPC0 - 1 105 pcr If(l 1llC1In

'II:
.""

16mm Ii 19 coostnKlion 1~IlL IS 30 _ 0 - 1 135 pcr 100 mcun

18mm Ii 19 coostnKlion t ~ Il L 19 30 IOMCO - SI70 per IUJ mel.res

18mm f, 24 oon!olrUCl ion tf'IIL 13 80 1orInC:0 SI9 S per 100 rncue.

It i l:J:i"I ' Strr.., :

l la mbur l cr (ype

30mm dia . sc rew Illread (S HL 19 30 lllnrn:f)

U75 pcr SO

Solid body jaw & eye

25mm d i. J<;rew mreall ( r'\BL 9 _SO ,onne f)

S'H O per SO
32mm dia loCr"" mreall (S il L 15 SO IOnncf)
S I 5 ~O per SO
35fTVTl di.J. K,",

thr~ t ~ II L

39mm di.J.

thread (S il L 24 SO 1OlInC0

KTC""o

'"

21 00 _

0 S15SO per SO
S~Ii~ O

per SO

Solid bod y ckcd eyes

25mm dia, scre w thread (I"8L '1,50

I"n~o ~,

S130 PC-' 50.

'"

nmm di:o, "".......' lhread (:\IlL 1500 ,on""O

101035 pe:r SO

""

'J

35mm dL.ll ""'"' thre.od (1\8L I" 00 'onneO 101670 per SO.

For l(,mm di:l wire

For I~ m m dia wore
1'0' IQmm dia wjre

D,y!"" - .null 25mm

D ~'!"" .null 29mm
D ~'!"" .null 32mm
DIy!"" >m:lll .l5mm

di~
di~
d;~
di~

pin (S WI. .,
pin (S W\. 4
pin (S W\. 5
I"" (S WI. 7

50 .onneO
'\0 IOnnef)
50 1OrInef)
00 1OrInef)

D'I)!"" lar,c 25mm dL.ll rom (S W I.loo 10."-.:0

DI)!,," . lar,c 29mm d,a rom (S
J 80 IOn...,O
D Iy!"" ' 13I"&c J2mm dia pin (S
5 00 10",,,,0
il lyI'<" . lar&e 35mm dra I'm (S W I. to 00 10n",,0
Il"W ' l ~l'"

.mall 25mm d,a p in (S W I. ,\ 00 IOm",f)

now -I ype mall 2'lm m dia p in (S W I. 4 (I(1luntl<: O

Bow-IYI'" - small .Um", dia p in ( S W !..~ (I() lonne O
Bow Iype - small .Umm d ia pin (.~ W l. fd O lOnnen
llo wly f'C
Ik' '' -lyP<'
11ow-lyl'<"
Ik..... .)1'<"

- lJ ' &e
Luge
_ I ge
- I ge

25mm d,a I'in (S W I.

2 , ~0 I,m"",l)

2'1mm dia pin ISW I. 3 80 lOll"",l)

J2mm dia pin (SW I. 4 80 lon"",f)
J5mm dia rin ISW I. 5 80 lon nel)

S 1\00 per 100

S 700 pe:r 100
S 9'\0 per 100
S11501'<"' 100

S:\OO pe:r I 00
10 f,'\O f'C' 100 0
S 880 f'C' 100
1011>20 f'C' 100
S f,20 1"" 100
S 770 1"" 100

SI0 50pe' lOO

S20m p.:r lOO

S f,20 PC' 100

S 770 per 100
101050 pc-. 100
1011170 pc-. 100

<,

i1;rnd1ina: ....,or ,.-,idd~ men ehvte. ean quid ,l) infl.lle any or' all o f !he pricc. herc
On Ihc OIhc:r hMld . ~r pncel for shaell.:. and botlk "" C"'" arc a>aitJhle

1i~-d

n.c nomllUl break loads (N fiL l , ,,'cn here lor I.1.l.hmg "',re' ;md ri"ing -scr ews , and tllc: I.lfr:

wor ~in, load. (SWL) gi>cn I..,.. \hao; ~kl. arc appro. im.llc ~a1~. for Il\ine !a.u.,n,
rompon.:nl only. Whe n I'l'reh;u,n, lu,h compon.:nls, or "h.:n kmg,t>orcm:n . ~e~C'doIC"

'"

ch;lrh:rcrs and/or rigging ccrurectors are sUl'l'ly in~ and u~il1K )uch corupcrcrm. it i~ good
prac tice to ~,l fo r . and retain. enpie, of lest ccrufkates for all il~ms If ~ueh certificate,
ca"'XlI: he produced. then allenif'! 10 ha,., a 1JTI~1I numb.:r ""y 10 of ea..:h item 1<:'100
locally 10 the first yield point and record the reloUlu. Where !hi_ Cannol he a.;hin~'d. a'li~n
to a ll 00fTIJ'00""'" the loweS! proof1r>ad oomp3Iiblc ...ith good lCamanship. Bear in mlnd"'31
safe ...or km~ Ir>ad f3cto<"1 ~ proo f-Ir>ad (;oClOrs ury cons lde rOlbly depcllllinlJ upon the
COfroPO""nI. its applicat ion . and the SlatulOl'y regu lat ion~ ...ft"h may ;tpply. f or C;ifgO Whing
purpolCS. and gener>Jly llu ou Jllout this boo~. the SW I. i~ usumo:d 10 be hOllf the pro"f!o.ad
~ !he proof1oad is .usumcd 10 be ju'>l .non of the yll:ld poin! at roughl~' I" U thirds of the
ullim;J\e brea~Io3d, ;u sho"'TI schematically ~reundcr . -

111;m"u
""" k/.ntUI

S in .

"I

r"",j/" /."'",

T iml ,..r:
flallxu.rd hard...cod dunna,e undom kn~ths - IlOnllnal thl" ~ne>s ~5mm .... ,dlhs IW 10
.\OOl1lm \ S5 per m' . (In roulh term1. thi~ o:quate'110 80 b..>drds exh J ""'1tl:11"nl and ~5
l IXlmm crcss-secu o n I
ROUlh,eutlimber :
75 ~ 75mm 0 l 3',
75 l lOOmm 0" ...")
75 1 150m m 0- l 6 - )
75 1 ~~5n'm 0- 19- )
100 100mm (.. - ~ .. 0)
' k~ ~ y
~(.l

~25

150
.'00

timbe r baurk s:
~1 . 1""n (8" x S' )
225 mm (9" x 9 " )
.It.hnm (6" 12")
.lOOmm (1 ~" x 12")

SI50 per 100 metres

100 metre1
S1QO pel 100 metres

SM per

\ .UO 1"'1 100 '"'-'t res

\~(,()

rer 100 '"'-'trn

\ 10 50/n", 're
$15 (. l/mc tre
Sl~
S~5

OO/metre (Second hand 'ailv.'ay stcepcrs

1.)I,nClre

10..,," Ihid .

HXlmm " i<k

15-Omm ...Ide
ISo,," Ih ".-lI 00nun ..ilk
150mm " ilk
20m", Ihi~l
1000m ",ide
I ~nrn ...ide

$5.00 ~r ""'Ire
S7.50 per rreue
S1 .5O per metre
per metre

S I I. ~ 5

$10.00 per metle

$1 5 .00 per metre

''5

\1 6 each)

ADDElSDUM 1

Conversion FacllXs

Tht w.<hillg und Sn;uri"" <if Dt cA OvgotS

1994

, .,;

AUDENDUM I

CONVERSJON FACTORS
LE NGIIl

To Convert

To

inches
feet
inches
feet
inches
feet
feet
miles (statute)

millimetremillimetres
cemimetres
centimetres
metres
metres
kilometres
kilometre s

millimetres
millimetres
centimetres
centimetres
metres

inches
feet
inches
feet
inches
feet
teet
miles (statute)

metres

kilometres
kilometres

(:-lOTE:

12 inches
3 feel
6 feci
22 yards
lO chains
8 furlong s

Multiply By

'"''

304 80
2,54
30.48
0.0254
0,3048 Precisely . by de finition,
0.0003048
1,609344

003931
0.00328084
0.3937
0.0328084
39.3701
3.21ill84
3280.84
62 Ll712

The Imern ational Naut ical Mile as accepted by the Ilritish Admiralty and most
other nations is defined as 1852 metres (6076. 12 feel). Hence. I knot a unit
of velocity is denred as 1 nautical mile pcr hour , which equals O.5 144 mls
( 1.(,87S1ftl sl, A nautical mile in the traditional eartier Ilritish system waslis
60 80 feet. but thili converts to 1853. 184m; so take care with these un its if
precisio n is required. )

,
,
,,

foot
J yard
fathom
J chain
furlong
!lanne mile

lO millimctres
lO centimetres
10 cectrrerres
t ooo millimetre<
lOOO melres

I centimelre
J dccimctre
1 metre
1 metre
1 kilometre

To Com'ert

To

' qinehe., (in')

sq.feel (ftlj
sq.m ches (in')
sq .feel (fl')
sqinehes (in' )
sq feel (fl')

)"l lliliply Ily

645,1600
92903,0400
6.4516
929 ,0304
6.4516 ~ 10'
0 ,0929304

sq millimetres (mm')
, q millimetres (mm')
, q cemimetrc, (em')
sq .eenlimetrc, (em')
sq metres (m')
sq metres (m')
( 1ft' '" 144in' )

sq.munroeres (mm')
sq.mnnrreces (mill')
sq.ceraimerres (em')
sq.ceonrncrres (em')
sq. metres (m')
sq. melres (m')

sqinehes (in')
sq. reel (fe)
sq inehes (in' )
sq. feel (fl')
sqinehes (in' )
sq. feel (fl')

0 ,001 55
1,076391 , 10 '
0.1 5500
0.0010764
1550,0031
10,7639

( 1m' = l(Jf(XXH)mm' )

VQLL:~tE

To

To Convert
ell.inches (in' )
ell,feel (fl' )
cu.incbes (in' )
ell.feet (fl' )
cu.m cnes (in' )
ell.feet (fl' )

Mulliply By

ell.m illimelres (mm')

ell.millimetre' (mm')
ell.eenlimetre, (em')
ell.eentimetre, (em' )
ell.melre' (m')
ell.melres (m' )

16387.064
28316846.59
16.387064
28316.8-<659
1.6)R70f, , 10"
D.On.'17

(lfl' = 1728in')

6.1024 , to'
., 531467 x 10'
0.06102.H 7
35315 x 10 '
6 1023.74409
35.31467

cv.mmtroeees (m m ') ell inChe s (in' )

cc.mnurrerres (mm'} ell feel (ft')

cc.ce nnrretres (em') ell inches (in' )
cu.cenrtrrctrcs (em' ) I'll k el (ft' )
cu.mctrcs (m')
ell.inches (in')
ell.fc el (fl')
cu.mctres (m ' )
(1 m' = IOXXX)l)(J())mm ' . i.c

lO'mm')

""

I bu~1 (U.S ,)
I bu.hel ( U.S. )
1 bushe l (U.K.)
I C"lloo (U.S .)
1 gallon (U.S.)
1 gallon (U. K,)
~ I gatton tu K.)
~ (The

0 .969 bu\hel (U.K.)

7.75 ~ c;dlon) (U.K.)
8 gallon) (U.K. )
0 . 1337ft'
0.8J~7 galton (U.K.)
O. I605ft'
4 .54609 liu es = O.OO4H609m'

=
=

U.K. gallon is defined precisely as 4.54609 cuhic deeimet res .)

WI:IG III

To Convcn
pw nd~

(I tl)

pound' llb )

To

Multiply By

ki logram) (kg)

rcnncs (I )

lon,

k itoll.rlllll~

IOns

tonne, (tl

(kg)

0.45359237* - Preci!ICl y - by defin ition.

4.5B W237 Jt 10 '
0 .00 16041
1.0 1(\047

(2140lb - I ton)
(2000 lb = I W10n ton - U.S. )
( I tonne (I OOOkg) '" 0.984~ ton (l1,K .)
kilogram) (kg )
ton ne, m
k i logram ~ (kill
lonne, (I)

pound , (Ib)
p'lu nd ~ ( ltl )

tons

wm

01"

1.101 sho rt ton - U.S.)

2.204fl2J
2204. 623
9. 84~OM Jt

10 '

0 .9 R42065

Weights & Volumes

l em' = 10 1 10 Jt IOrnm
lc m' of fresh water at ~g 1.0 = I gram
](XlOem' of fresh water al sit 1.0 '" I kl
1m' of frelJl Water a1 )& 1.0 = Iwnne
1m' of sah weer at sg 1.025 .. 1.015 tonne s
I tnnnt' of l.l1t water at sg 1.0".5 '" 0 ,975m'

( ~OTE :

Although 1.01.5 it taken as the ,g of san water for general calculation

purposes , it \hould be realised mar oceanic water is more lik ely to be in the
range I ,O.lllto I ,O:H - try testlng il fo r )'OtLr 'lclf! )

1"

Force & Weight

Standard accelera tio n of gravity

1
l

~ewton
~eW\on

..

9, :<'of,(,5ml!' (9 ,RIl7)
J2,17 405ftl. '(32.114)

- 0, 1019716 kgf
.. 0.22481 lbf

To

To Co rwen

osn

kilog ram s force

~e"1oo, (N)
kilo Newto ns (k N)
IO ns force (tonf)
tonnes force ((onncf)
kilo Newto ns (k N)
kil"rondes (kpJ
tc nnes force ((')nocf)
(NOT E:

,,

Multiply

Ne" 1om ( ~)
kilograms f"rce (kgf)

B)'

9.80665
0. 1019716
0. 1003613
9 96402
9,80665
0, 10 19761
0, 001

ton f

"

kN
lOone f
IOnne f

reoo.oo

kil" pondes (kp)

1 kil" ronde is the same as Ikgf, and Ikgf = 9 ,1\06650115" ,

lIe nce. l 000kp .. 1 w nnef. For instance . UNlllkp _ 13 600 tonnef,)

h ,r qu ick 1I111,rosimat e m cn tal :lril hmcl ic:

a
b.

c.
d

e.
f.
g,
h.
I.

J.
k.
I.

To convert kN 10 tonf . divide by 10.

To convert N I" kgf divide by 9.8 !.
To conve" kp to toooef - divide by 1000,
10 inches equals 254mm.
To COnv'ert m' w in' - mullipl)' by 61000
To con"e rt 01' 10 ft' . multiply by 10.8
To co n,w t ft' to 01' divide by 35.3.
To convert m' to ft' . mu ltiply by 35.3 .
To convert U.K, gallons to btres - mu lliply by 4.55.
To co",'ert tons 00 hlnneS mu ltiply by 1.016 .
To convert kg to Ib . mu ltiply by 2.2.
One U.K gallon equa l, 10 Ib of fresh waler ,

150

ADDE:SPl'M 1

Extract [rom L EE A Bulletin NQ 2 ~

Ikcemb(r 1991

7ht' lA.shing unJ S.....urinK of LHd CargOt'.<

" 94
1' 1

A D DEN DUM 2

L I-:. E.A.
Rlll.lf1:'\

No 25

Wire' Rup<' Grip T....mioation .

l1Ie ....1:11 publicised leU programme into ....ire ~ grip~ . undcnaLen by the H SE Rese3l"ch
Labor<>lOric~ . "' iU COfTllIeted in \l arch of thi~ ) 'GiIl" .
This resulted in the imm.:diate
....ilhdra.... 31 of liS 462 .

1n.e long a.... ahcd report of the tem '" a! illlrOOuced by Dr C Cord<'n at a lI'leCI ing held at BSI.
Lo ndon. in Scpremtx r, Se~eraJ imp.;>nanl poi nt~ anse from Ihe report ami
by Dr Curden which must be ccnsntc rco and the followinjl; is a precis

c" mll'l<:nl ~

maoe

Inili,,1 C mmnr nl.

In order 10 obtain a truly represenl;ui"e sample of gri p. the li SE placed orders wilh "arious
supplien around the country s ~ci fy ing wire rope grip. ro US 462: 1983. In Iact none of the
grip~ supplied comp lied ....ith this 'land ard and were genera lly foond 10 to: to Ihe withdrawn
1958 vernon , A~ il "'31 considered the..: TeprC'Io:nled the grip. thal we re JClu ally available.
they were used fot the 1C~l-S ,

"Thr Iel.ts were mainly C3l"Tied 001 on 16mm diam"kr ", ire rope with ~ lectiV'C 1(' loU made on
Other nees. The e~idcn.:e i~ such thal. it CJJ1 be roncluded thai. similar le...ll. "''OI.Ild ""
oblained for all I.il"' , OIher pattern s of ire rope grip. eg Crosby. Eureka etc. "'1:re tested
tc obtain comparan ve re'ulu . All ,em e re made on the ~ equipment and nggcd by the
same experienced, trained rigger In ensure con, i" ent comparati ve resuus were ot>taincd
[klJ ils o f the first ser ies of tests. to estahlish when visible slip occurred arc nol given in the
report as the resull!. varied so mud] as It' be meanin gless . The subsequent. reported . te\l s
....ere made using mea,u ring equip mcm I" determine microsfip .
'l'OI"q.. o:,\Ithough. liS ~fi2 did n.o( giw JJ1)' recummendationt for torque !oetling! [)[:\ 11.12 and mo'l
manufacrurers of proptif::L1I)' grip, do tl .... as fou nd th;d. ", ilh the c~ cel"ion of 01 ... 1142
jl;r ip~ . it .... as either impossib l~ 0 1 ,mpra..:ticabk- 10 tighten 1110:- nulS ,uffl<:ient ly in nornul
condilion ,. Indeed .... ith SClfn.' gr ip, the ro:w mme Alkd torque coold not be ;Mlai....-d wi", tloo:
Jrips clamped in .. vice md an c l1clllkd lever fined ,.. ,hoe ,p ~.

In

Effic i.'ncy
At the average practical torque the efficiency of BS 462 grips was found to be in the order
uf20 %30 %. When the torque was incrca 'Cd by reslraining the grip!! in a vice the effIciency
was improved 10 40 %-50 %. Thc'e figures could be further improved by fining 4 inste ad of
the recommended 3 grip!i , tllll at a pracifcaleorquc still only achieved efficiencies in the 30%
40 % range. o r the other types of gr ip rested on ly the Dl~ 1142 allained an cx!,<,cted
efficiency of app ro ~imalcly 80 %.

I.."", of T"nl u ~
h was found that when the grips are first fitted wme loss of torque occu rs. Ahhoogh thi,
is unexplained , bedding down of the wire and core is no doubt a factor . The tests show that
in the early stages thi> loss is rapid bUI tends 10 stabilise arkr several days . Even So somc
ross still occurs after many weeks and seems 10 be ungoing. Grips fi lled one day and left
with rIO load applied were found to loosen overnight. when checked the following day a 50 %
10 \.\ o f lorque was measured in some cases,
Slip
The leslS sltow that. once slip occurs u is ongoing and. as with 10H of torque, slip in the
Initial period is at a faster rare Aftcr a pcriotl of lime the rate of slip ,lows considerab ly.
but never SlOpS.
ri ll ing :\1efbu d
The same exper ienced r igger was used throu ghoul the test programme hut to obtain some
comparative results a few eyes were made by other riggers, all of whom were experienced
and lrained in ti tling gr ips 111e method of filling and equipment used in the tests were the
same and the torque scnmgs checked so rbar for all practical purposes the eyes we re identical.
It was found thar the eyes made by lhe r igger who wa, u,ed for the main t~,t prugramme had
a far higher ef ficiency than the others, Th is surprising resu lt implies that some latent
variat ion in the fin ing technique affects the result and mar simply relying on the torque sening
is not a reliable mean s of establishing if the finin!: is satisfactory .
The D I ~ 1142 standard recommends that the thread of the clamp and nUl should be gre ased
prior to fiuing. When this practice was applied to the a s 462 grips better re sults "'ere
achieved. Thi s is probably explained as the applied torque acting on the gripping of the rope
rather than being wasted in ovcrccrmn g friction in the threads.
as 462 recommended that gr ips should be spaced at six umc s the diameter of lhe rope This
was found to be cor rect. Al lhis spacing the rope recovers its full diameter between each
gr ip. If the gri ps arc placed cjoser together lhe rope remains flanened 10 some degree as the
result of the clampi ng action.

Rope Constructio n
The construction of the rope used has a considerable effect on the results. Eyes made with
wire cored ropes gave far better results than those made with fibre cored ropes
lJn fonu nalel)' the tests did IlOI study tltis aspect in depth but tile resuns also imply lhal
ordinary lay rope s give bcncr results than Lang ' s Lay, Ikner r<::SU IIS we re achieved when
the tail end o f the rope was served ....,itll soli ",i re . PVC lape and other m<::ans of binding the
tail allow the rope to unlay, this also implies thal preformed ropes would maintain their sllape
bener than no npreformed ropes
15]

( :alu n"'ing
It was foond lhal self colour (~ Unll;)l.. ani~) I r lJK I~ ~ eeec r re~ult$ lh;ul
Similarly if lhc I'OfIC' .. &$ brif.l1t r1llht'r than f.a1..-aniwd the rc wlts impro..-<'d .

J~I..-ani".,.j .

I"rodud Qualily

It ...u cencrally oonside red lhat as .u.2 cripo were o f poor quality. ,",,"lh readed kll $ o f !he
elam p were 001 parallel. hoks in . Il.kl le. were o ften such lhat!he nul~ pulled into !hem, 1be
!.lIddle. on o ne o f the propr;"t ary Jril" were con, iSle mly rad iused 10 lhat !he nut. only made
po int contact. The ltlreaded bod y and bo lt arrangement of another pr0l' r;"tary IIril' wa' ' uctl
mat threads were readily m il'pc,l. The DIN 1142 IIril' was gelk'rally f()llnd 10 he o f good
qua lity. the clamp ...as ...ell fm mcd. 1101e$ ...-ere o f an appropriate si7e a nd nuts wilh
combined ..'astler baoc enoure even tightening.
It wu found thai J rip' ...ith groo'-eo:j saddles performed \eu _II lhm those ..ith plain
In no case did !he rop: Iii in lhe Jroo..-u and as mo~me .. occurred the-IT " 'as a
lendency for lhc CI'OO'lCS to ...~ar . lead;n, to ...me lou o f torque and further ,lip.
saldlc~ .

('"",Iu, ion.
The re.u l" o f the tC!IS heavily f~ ",,,,r the DIN 114 2 , rip which con, i' te ntly achieved the
llO':t efficiency expcct.:d for ltli. lyll<' o f ter mination
~one o f !he orner grips tC'led
performed as "'reeled,
The HSE re port draw. coertain O;Ol>o; III> ;"ns and makes recommendation. o n the uJ,C o f wire
rope IIrip. . It rccommend. Ih... only DIN 1142 ~Id he- u'Cd bul point ~ OUI mat in
Germany lhe ..and;ttd proh ibits lhcir use in liftinc ;tpplicalioru . Thc report also poin" out
tha !he OOSI of the terminalion is ncCliCiblc to the o' cull COlI o f lhe u.embl y or value of
the load, Whibllhc initial C....I 0 1 allcrnal;~s may \C'Cm hi,hef ee e(flCic....~ and w~
maifllClWlCC COSI savi nc. far outweilb lhi. ;\$ a oonsideralion ,
CumbioinJ the rnmmc ndal ion~ wntai ~ in the report ..'i!h earlie r LEEA advice it
rommcnded Ihat the followi n~ , hou ld be ob>efvcd,
(II)

(1 )

i~

Grips
An alternal ive method oftcrmi n;uing thoc rope ~tlould al.... ay ~ hoc sought The re are
few. if any, hfling ~ilU3I ion, where oIhcr mclhods o f flllm ing eyes or t.min.1ling
rope. eannot be used . eg ferrule \.CC\Jred ..-cdCe sockcu Cle.
Usc of

(21

Where !he lise o f .. irc rurc ,rip\ c.lInllOl be avoided . uoc orrly DIN 1142 Crip<> in
conjuncrion ..ith hocart ob;lflCd thimbles , A lower Jrade DIN lUndard Crip c.i....
care muSllhcrcforc be t~le" 10 eosure only DIN 1142 gr lf'$ are spocirlCd and u\Cd

(3 )

Do nllt u", g~l vani'oed , riJl$ or galv~n;'Cd wirc 1tl1'C: OIhocr plated rmi,he1 are

acce plahle ,
(4 )

Wher e pmsible " '" ord inary lay ]WRC preforlTl<.'d rope' . avoid

15)

AI... ay~ se....e tile tail end o f the rope " 'illl soft ...ire.

'"

L.:mg-~

l.ay .

(6)

Follow the DIN 1142 recommendations with regard to the number of gr ips and
torque values . eg in the case of 16mm diameter this is 4 gr ips .... iilt nuts torqued 10
41lNm (3l\

ter.m.

(7)

Gr~ase

(8)

Space the gri ps at centres of at least 6 times the diameter of the rope placing the fim
gr ip as clo-e to the th imble as possible, The saddle o f the gr ip " "'uld be in contact
with the live pan of the rope and the clamp bolt should sit on the free side of the
rope,

(II)

Tighten the nuts in sma ll increments alternating fro m nUllO nut unlil the required
torque is achieved. A record of the tor que selling should be made for reference
purpo ses.

( 10)

Allow the rope and eye to settle for a period prior to serv ice, overnight S<'e ms
reaso nable. Rero rq ue to the or iginal selling once the ser vice load is hung On the
rope , The nuts must then be retorqued after til 24 hours (ii) 7 days (iii) I momh and
(iv) at 6 monthly inter vals there after . A record of eacb retorqu ing should be kept
with the relevant certificates.

(h)

E~ istil1 l: Assr rnhli,." " h id , Utili.' " G r ips

The overall condition of the termination should be checked to ensure the correct
numbe r o f gri ps have been used and that they are correctly fitte d and spaced.
E~ am ine the n)pc for broken wire paying particular anention to the area adjace nt to
the gr ips and ensure the free end of the tail is correctl y served and maimains ns
shape and Si ll'.

(I)

all th reads and nut bear ing surfaces before fitting.

(2)

Look for any visual signs of movement of the rope through the grips, ie slip, Check
and if neces sary reset the torque of all nuts. In this respect look for evidence of
per iodic relorquing by rd erence to records.

(3)

Users should be advised that the 1l>C of wire rope grips must be given careful
consider ation and inform them of the report from the HSE. Advise the user of
alternative method s of ter minat ing the rope which are suitable for the particubr
application . Where the c ircum~lances are such that ro alternative is possible , advise
the user of the HSE reports recommendat ion that only grips to OIl\' 1142 should be
used .

(c)

Gen er al

The above details have been included in this year 's Cor respondence Courses. however all
interested parties lhou kl be m",k aware of the report and the recomr rendauons.

'"

/WDEl'D1"\ ! J

NOl ie<' NQ M 1264 o f ljlllllaQ' 1987 -

;';~vjI 3ljon

Brid" yjllbllily

Tht UWt."'1: "Nt Sn:llri,,~ of Dt d CDr~J

''''
,so

1 ) ~ ""' U M lo N [ O~ T. ANSl'o . r

t.".CII." NY SI/I I' I'I NG

~A "I(;ATlOS

Nonce 10 M.......... nl S" ip

Non ce

No .

M.1264

JlRII)(; Io: \, ISIBlu n '

1 ~l:nr ....,

IIn; ld..rs , Ow n..rs " nd M :l.s l..n

I . The M,jf ;time Sa (cty Comr nittceof the I nte rn ational Marrume O tga msalioll (IMO ), 'II its Fifty-first Session, ;,prlOved guidelines un na vigariou
hr illge vivibllity . '111e D epartment of T ra n'poll reco mmends t hal Ihe guidelines, reprod uced in the An nex to this Notice , sho uld he fo llowed wilh in the
Indu stry .

2.

Sc0 l"-" ... nd App!"'"t... n

2.1 The gu sdc hnes ha ve been tkvd0P'C'd It) e nsu re Ihal sh.ps a n: d....ig ned
.... uh adequ ate visibihly from those navigation bridges whe re bridge w<ltdll:s
....,11 be: regu la rl y mainta ined . Builders an d d es ignefS o f s hips are urged In
u sc Ihe 8u iddmes duri ng th e design prtlt'CSS.

'1111"

2.2 Wh en
of unusu..1 dl'sign can not comply w ith Ihc _ ~uid c hncs ,
arrnngc mcnts s llm ld he such that the y pro vide a leve l of visibilIty as nca r
"s po ssible In the level recommended in the guidelines .
2.3 In exisuug ships. whilst ' true lu,..I alle r"t ,,' n o r ..<I.ll t," n of e q uipmen t
w.l1no l h.. I" ' lu iled . Ihe a pphcanon of "'liaS 1.2 and 1.3 o f the A rmc ~ IS
r..co nnnenc.....1 as Iar as is plac1icahle.
D'l'it l1r11 elll " I Tran sf'<lT1
Manne Direc tor a te
S.m ky H o use
'lnl') ] II I~ h llulbom
I.nlu lon WC IV 6L1'
Januar y 191'l7

AN NEX

<;UIDEU Nt:.<.; ON NAVIGATION IlRII>GE VISIBIUT'I

I . t"irid of Vision
1. 1 Ev ery e ffo rt s hould be made to pl ace the bridge above all o the r tkc1r.ed
struct ures, no t includi ng funne ls. wh idl are o n o r above th e fre e board deck .
1.2 The vie.... o f the sea s urface from the con ning position shou ld not he
o bscu red by more th a n two ship le ngths, o r SOO me tres, wh ich ever is less,
forward o f th e bow to 10" o n eithe r side irrespect ive o f the s h ip's dra ught ,
tri m a n d d eck ca rgo.
1.3 Bli nd sectors ca use d b y ca rgo , ca rgo gea r and o the r obstructions fo rwa rd of th e bea m obst ructing the view o f the sea su rface as seen fro m the
co nn ing poSit ion , sho uld not excee d l(j e ach. Th c to ta l arc o f blin d secto rs
s ho u ld not exceed 21f. 111l~ clea r secto rs between b lind secto rs sho uld he not
le ss. th a n 5. However, in the vie w descri bed in 1.2. e ach in div idual blind
secto r s ho u ld n ot e xceed 5.
1.4 The height of Ihe lowe r ed ge of the fro nt windows a bove the d eck
sho u ld be kept a s lo w as possible. I n no case s hould the lo we r edge prese nt
a n o bstruct ion to th e lo rwa rd view as described in the se guidelmes .
1.5 The u pper e dge of th e front windows sho u ld a llow a forward view of
th e horizon . fo r a person wilh an e ye he ight o f 18lXI mm , a t the conni ng
posi lion whe n Ihe sh ip is pit chin g in hea vmg seas.
1.6 The h o r izo n talfie ld o f vision from th e conn ing position s hould e.tend
ov e r an a rc from mo rc th a n Z2.5"'abaft the bea m o none side , th rough for ward ,
10 mo rc tha n 225"' a baft th e bea m o n th e o the r side .
1.7 From each b rid ge wing rne field o f vision s ho uld e xte nd o ve r a n ar c
from a t I c a ~t 4 5 o n the opposite bow thro ugh d e ad a hea d a nd then a ll to l llU"
fro m d ead ahe ad .
l .ll h orn th e m a in stee ri ng positio n the fie ld o f vision sho u ld e xte nd ove r
all arc from d e ad a head to at le asl 60" o n e ach sid e .
1,9

111C s h ip's side sho u ld be visihle from the b ridge win g.

2. wmdo..s
2. 1 Fra mi ng betwee n windows sho uld be kepi 10 a m imm u m and not be
Inst alle d imme d la lely forwa rd or aoy wo rj, statio n.

".

2 .2

To help a vo id re uec nons, the bridge fro nl windows should be inclined

fro m the vertical plane top oar, at an angle of notless th an

Ihan 2S ,
2.3

ur

and nol more

Pola rize d and ti nted window!; should nol be fin ed.

2.4 A clea r view lhrough al least two of the front Wi ndows and , depend ing
o n the bridge ronfigura t;on. an additional num be r o f c lea r vic w Wi ndows.
sho u ld be p rovided at all times n:gu d less o f wea lhe r condi tions.

159

ADDE NDU " l ..

1knar1nlcnt of Tranw o rt Merchant Sh jRR ing Notjce ~ Q ,M , J 167

Tarrijlge Of Containm AmI f lats In Shins Not Dc, ig'lI:!l Or
;\l od jOtd f or The Pu ~

Tht La.<hifl t attJ Stn.rint of Dnt Cargut!

/ 994

160

M I. RO lA N I S t tl PI' IN ( ;

NOlin. No,

M .1 167

C A R R IAl a : OF ( '( )~TAI'\":R S A~ U fL AT S l :"l su u-s NOT

!)K"IGNEI) OR I\fOlll t'lEIl H )R TilE PI :RI'( IS":
N"l k t' In S hil"''''Iwr <, M 3 <1.' r~ a nd IJt" 'k om...r s . S lt'ndur .. ~ . S hippns
a nd Packers of Conl" in..rs and n at.-

/ ItII ,"'''lIcr "!lpu.led"., ,Volin' tvo. M ,024

l. Silippe ls . Slu po",ners and Ma , t cr~ shou ld he d"' dre o f Ihe inhcrcur
dange rs when ,'olllilincrs illid lb l' are earned In -Jup.. nOI sp'-"(' Ially
co n..truc ted or e ffccuvely modified fo r the carria ge o f sud , ,';Irgo umtv . if
the y arc llOl ad eq ua lel y secured agaius, movemen t. Ma" e rs shou ld , allsly
themsel ve s in thi s rcganl for all eOnla incr, ami tlnts , whethe r <towed on
'IT hell ,w dcc k , be fore the ..h lp leave .. her berth. T he )' s l"'uld n"t accept
nn ,ts (,,, load ,,,!! " Iud , . r" >ln exte rnal invpccnon. tl", y ("<'nsider h I he
structu rally u ns;,k , o r L,rge l1rUIs wInd" ,t ..1""'od at h ..... anvhipv . wou ld
, e",11 'O ;tO ' lV e rh ;'o g . ,1 the ,hip', side .
~
Co nt a incr , earned 00 lit-d. sh""ld he slo",ed o oe lug h oli ly. p rctcr" hly
fore a nd a fl. p n-v cntc d Inun shdlllg uth .. arlsillps and ,,,urcly 1.lshed
ag dlllsl hppm g. 1\1 no tIlU,' should ,kd, -Ioade d cllIl1ainc rs ,,,', r,lI,,, Ihe
hatch eo vers o r the h"ICh"';I\' , tn ll'l,U,' I II C'''''S of d" "hl ,k to"l, o f ..Ir,"
l11 1111 al lon s shm lhl b,' ohl"ll]('~l from the ( L" , rli<."a l u>l l S'Kidy.

.'- Sccunug 01 contaiuc r-, .rnd na l, ..h" uld he hy mean' 01 chainv . " 'II'"
.H o thcr "'1' 1,, 1I~' <:f1t''''1'''' .urunarmcntc. III c",'h ra ..c providcd Will i lnC.1IIS
01 rcuvioning. f led 11ltIl I~s sh"uld h, so 1""alc,1 that there will al.."y s he
., !!<>od lead for VC<.'lIllll g .urungcmcntv. It is nol ' ufficlenr . huv..e ver 1"
t'nsUre l he 'e,',m l) 0 1 lh e Iliul it..... !! in the ship ; pMlicul,,, re j!;lrt l sh"ul d
al" , I", paid h ' the VCl'll!lt~' ,,! the Ca ' !!" ,1<",",'<.1 ,m na ' ". lk a "\' mela l
1'",<I 'll"ts. vchjclcv and t.mu implcrucut-, all' ,,"',... "r lire n",r,' drttn-ult
,'"rgoe.. a nd there Me pa ' ll<, ula , l'",hkl1\ s With hulk v ,',lIgo", st" wed 111
polvthcnc hags . [I ,'allnOI h" l'ltll' haVlvcd l' IIo\ lgh Ih,,1 It should never ht'
;""'0]('.1 ,hat ca,!!o whrch has been h'adcd un flats "I IlIlalul .kl'''es. ;Ind
whic h may " rti ~' " a l 111<' 1" " 1 rovcrcd h. tatpauhu-, i, ;"k'l'l"lel) sc~: "red
to , a st'a I'a,sage ,
~,
II IS p:LI linll;l lly 11T11"1l1a 111 Iha t ~ l ; IV I , " obt.un an ",<.'U I.llC ( 'al g"
Sh,wago' Plan ShOW IIl j! Iii,' dl'lllhuI ll,n "f wC'j!hl' ;111<1 10 ." I,h ll' >l1. dctail-,
or l l1 c ,'o nlcnl, of " ny CMgO lllllls "'"llanll11!! d a nj!cro lls go" d.., II IS ;lIso
important that due rcuard he p"id 10 l',c"," lin j!. fOll,'"sl . a nd ant ir ipal",t
weal Ill" '"'", .1,1 i"us <Ill II11 ~ 1)1l' "0\'" ge ,

5. Furt her 10 paruuraph .1 . the all "uIIlHl " f SII'I'I,,r.. ,1I1L t I'ar k",s 1
"'>ll1 a ,,1<''' a ud llalS IS drawn to the 1l111"llLIIl<.'e of en,urlllg thai co ot;lloe r,
an d II "" arc ,uil"hly I';KknJ l'" r the h 'p" or " o ,,"!!e I" he uudertukcu . a nd

'"

If lb~ y contain da nge rous gtltl<.h lhal lhe y a re m'lr ked .. itb Ihe "pprop ria!c
i<knt,flO;alion label G uidano;:con packing rs g,".:n III the (M O." U) Gu"kh~
for P"" kinlt o f C..rgo m fn:l~ht ('"n' amen .1)<1 VC hK: ~ ( \ ISC C,rrulal
JSJ) O

tI,

O. Sa ll,r"",,,, y m...ens III Ihe fnr m tlf gu..rd ra il". hf" ' m", _ "'all ",,, y'
gan!!",,,y' _e tc shuu ld be pfO" ide<J fur the prot ection o f the cre w in !1"IlIll!:
to an d frurn the ir q ua rters. t he m;Khi rwr y space. '11\<1 all ul lin 1'",[, lI .....d
III lhe nl''"'C''"ry work III th e shi p . [f furl' and ali acccs 1" " 111<>1 he I('u ncd
o n the tlcck hccau'<e of mad eq u;.le ....i,ltli lo the side n f coO la lll"" . "" fe " ud
efficient ''''CI'SS shu u ld he """ n!lt'd " ve r the lop or the cargo .
7. Th e Mcrch an l Shopping ( Luad 1..1r>e51 (Oed (''' '!lu) Rq~.u l a IKm, (',16K
ret atc 10 , "" 'lafe slu..,,/:c of ,Jed . CiOrl!:'>e$ and t he rro i,,, m tit \;l Ie Xl;:e ss
tn, the ere.... Fa ilure III obs.crve the ,eq uire mcnh un< , thc!>C Rcgu];,IKln,
re nde rs a ma,lc r ha hle I" pro"..e edinl:' under the Mcreha nt Sh,pp,"!!: U~ ""I
LIn es) Act 1%1.
li cne f<ll " u;,J"'I<'c " n lh." <'"rri"l:l" "f Clll1 t;t;llc rs o n "n' ~ i, dh" gin"u
in C hap te r 2.'1 "f the ( ','de of S"fc Wmk init l' r;l<" ticc' for M CH'h d OIl S,,,,mcn

.'I ,

Elplcd ." I>< pulll..I><d ,n Sp<,nl 1~ "

\l . n t __ {). ~ . ......,..", . 4 ... t"".. I An ~ n ~

,II to< ...,1....... r" .... ,I>< I,,' <,u ,......l

I.ond.... Sf : 1 1'; 1{

Ik parllTll' nl " . Tfan"..on

Manne [), rl",; IUrale

I..md"n w et v fiL l'

I\h rch I'lM

l>O """"""' , ."

,~,

. .. ,,...,,,

162

I Sp EX

I. 4. 9,16. 33.78 ,95. III , 11 2. 138-140

PlMe, C, H & I

Acctleranon(s)
Adrift

86.97

Air-pipes

7. 95. 119
78

AlIow'lnce

Analy'IC5
An~1c pieces

91

20,13-75

Angle la b1cs
Angled 13. lling s
ARil ics

17-21
1722, 65-61, 7).75, 115118
12, 13, 14, 94
9-14, I II I B . 138, 140
16. 49. 70. 71, 83. 86. 81. 91,1 41

Base
H~I

Ro ll
AppliCat ion(t)

10. 11 . 86. 99

~lIa.,t

Ek3llfun " ind su,1e

Ril l o f bd ing
Ikmlc-screw(s)
Bo ,",'l ine
fIowsinll
Brace(s}

23. 24
98
5. 4 1...w. 65. 66. 69
38
34, 37
46,13 1,136, \31, 141

Bracken

46

IIreak]oad(s) 14. 15,25.26, 3 1, 33 '42, 4<JSI , 59. 66, 67, 76-78. 'I I , lOQ 1l 1. 11 3 . 118
Hridon Rope, ( for~ rly Bnush Ropo:s)
l. 36, 38
Bulldoa -gr ip(s)
2.20. 25. 26 , 31 .41 , .u . 49 .(>4 . (,6, 8.1. S4 , 144

Bunren t l

I~ .

Chod.(s )

Timber
Hull

131. 132
11

,, ~ Id

C
Calrulalion(sJ

Canis
Capp ing

Carping-bar
Caution( s)

Ce ntre of gra vity

CenificalC(s)

Chaill(,'
Chain

tashing(~ )

Chmer{s )
Chock(s)

CIo1ed-eye
Clove-birch

137

131 ,136.137

S , 9, 10,26, 28, 31 , .II , es-ta. 76-81. 89, 90. 95. 95,11211 8

86,87
46, 47.48
37, 134,135, 136.137
InlroduCl ion page, 3 ~ , 4 ~, 57, 66 , 81. 83. 84, 145
8,9.10, 107, II I , 114-11 1
2.25 , 42, -18, 49. 83. 145
5, 30-33.4I ,66.81,91 , 9J .IO,t 109. 111.118.123, 139
15,3 1,33, 43. 91. 10-1
1. 55, 81, 94. 911 . 145
1;:. 131. 132, 136. 131
41. 42. 43. Plale D
J8
163

n. I.

Codes of Safe f'l";L1 ice

QH:fflCie.. tsl o f friction
Commercial Motor!l .cylwd OAf

I~.

1 1. M5 . 81 . 106. 108. 1 ~6. 130. 1) 5

4. 110. 111 . 11 8

''''

3ol , 38

Compo~ite(~ )

7, 4il, 55 , 59, 66 , 84. 112

7. ~5 2Q , 37. 57. 59 , 6568, 76. 83.ll4. 10'i . 142
I. 2. 4 , 7. 25, 3 1. 34, 43, 85. 104 . 105 108 , 119 1 ~9 , I B 1 4~
37. 38
i. Addendum 2
Plare I. 1'9. 1::0, I ~ol. 125. 1 ~6. 127, 1 ~ 8. 1)0 . 131. 132. m . 0 4

Co nfigura1ion(II
('o nm ucl ion(s)
Co ntainer(s)
Corda,e
Corden (Dr )
Comer CI ",ing(s)
('QrnCr fn1raim~
Cos1~

4~ .

C'ribbag in,
Cro"'y-cIips!I f ips
CtoSsing system
Coubro &I Scrunon LId
Cuning

"

30. 81
B . Plale E. 57. 8\

DanSer (o us)
l )efleclionlsl
D-rinl h l

5, 83, 94. 91 . 'J9. 104

126
n . 76-18. l ol l
39 ,~ . M . 61 , n . l olol

[)'shac Ue(s )

Ilc'cl Car,o Rel ularions

Decl pl~ ;nl
Departme nt o f Tra n,po n
Do ubler
Ooub k ->lacl
Dovetai l fIllIngs
D0v01l-IIl, kd lashi n, ls )

i.

J. "
1.16, 78. 125
1. 3, 15, 1':6, 95 , 101. 104. Addenda -' &; 4
ol6. 79

124- 130

Il7
18. ::0

",

Draugh.t lU"'CYS
Due d ilitence

Du nnage

'"
'"

46, 47
4Q. 57

2, 4-7. 24. 47.65, flll , m ,n, 11 8, 124, 126. 00, l B . 135, 136. 142

H w icily

28. 29
11 9. 120. 124, 125

F.nd sill

t :pisodic ....n els )

EQualion( s )
Ro ll per iods

I. 22
9- 13,1 11

UM

'0

La.h. ings

16, M 70. 76
18
18

An, k s
SU"l~Id1

Webb ing

"'"

" fIOI S

Welds
T im!>e r
Vehicles

79-81
8'1-90
111 -118

If"

En mpkh)
Exp los ion( s)
Eye(s)
HMd

So"
Eye-splice

10. IR,
2. 5. _H .~R.

~ O. ~5 . ~8 .

5 L. H . 6567, 75, 76, 88. 113. 127

48, 83
39. 41 . 44 . 4\1. 65, 66 . 69. 70. 73 . 74. 76. 78114. \II
50.56.59
SI61
.N . SO

f
f'1CtOf( 1)

Failure(s)
Fatillle
FilYell )
Fibre core(l)
Fibre lilm
f ibreClas s
Fibre rope(, j
Fillet chock
Fillet weld
Fire(, l
f in! ed it ion
H arne-cullinr.
flexibilily
Floor bea rer (s)
Forces
lI or izonw.l

verucar

FOOl choclcs
Foot l a~h inJ: '
Foot -locks
Foot rCllfa int,
Formulae
FUjlJlinC(SI

Freak ....aves
Freeboan1
Frict ion (C(t-(' fficicntl
FronI sill
Fu lcrum
FuOClion

,"

0...,_

Galvani~

Geometrically

GM
("ora" ily lccmfC of)
Gravilyfed
Grips (see bu lldol J

4. 12. 16. 110. 111. 115, 124. 139. 140

3. IS. J4. 37, 49. 59, 71 . 78. 81 . 99. m , 124. 126. 135

"

34. 31
H ,28

"
'"

34,37
72. B6, 137

77.79, 80
4R. R .~

r. 18.

49
97

25 . 26. ~ 8
L19. 120, 124 , 125
9 , LO , 16-21, 108111
5.7.1 6-21. roa.m
130, 131
7, B O, I3J
124, 126,127, 129, B O,
\33
90, 126
\1. 11. 28. 34.111. 11 2. 11 4118
H . 37

nz.

r. 22
e...s

4. 23. 116, 118, 14Q

12.
44. LI 4
10 1. l oti

9. 16. Addo:ndum 1
~5 . ~6. 27
21
2
9 . 10. III. 112
8.9.10. 107, I II . 11 4, 117

'"

56, 58. 59. 62. 64. 73. 75

Halfdou bk grommet(sl

I. 4 . S. 7, 47 . 65. 83.M. 94 . 911. 124-127

K arc h CO\ 'e r( I)

Ha....ser

34. J S

"""""'.
H-beams

I , 110. 124 , 1]5

45. 46, 47

120

Hc.,;ier

"~I
H.E. H. Grou p

12. 13, 14. 94. III

H.M .S.O
Holdin. power

10,24.101.104 , lOS . 106. 11 3

27, 28, 29

S. 16-22. 59
12, 13
4R, 83

Hoo gO\'ens

1101

~r k

1, 12. 7I, 85.87,89 , 91, 94.95, 130. 13S

IMO Codes
Ingress
Instructions to Surwyors
[n!('rlayer stacker
Inter national Cooyention(s)
Inlu nalional I.ash ing Systems

87 , 98,1 25
I. 15. 16
128
i i . I. 85. 89 , 99 . 123

42. 43

I
121. 122

Jane' , f reichl Containers

Je nison

93. % . 97

"

10 i1l(I )

K ,f

79. 80. 81, Addendum I

98

Kiln-dr ied
Kiloponde
KS

Addend um I
re , Addend um I

K IlOI (I )

) 7, 38

Cordage
Speed

23,96. 138. 139. 140

L
Lop weld

77

Lash in, (s)

Rule of thumb

15. 16

51>.64

S l jp- ~,

l.ashin, cow
I..nh inl

10 -145
76-112

lugl!plar~slpo i nh

li hing lear

Inlrodu;lion p;q:e. 56. 57

Linkel )

Lloyd's
~(I)

9J

10_ 78

Rtgi~r

l. ~. 3. 5. 6. 7, 10, II , 15, ~ 8 , 29. 31. J-J\7 , -u. u , 47, 49, 51. 5~ .

53, 57, 59,65,67,68 ,70, 76, 78. 79, 110. S-l. 85, 87, 89, 9ol99. l'Iale G.
101-IB, 1 ~6. 127, B5 , 1J8. I-lO

1M

86.87, RR . R9
127, 129

Lo ad linc (timkr)

Locator cones
Locator pot

128

1..01$
Lulls)

69-7~ . 7E>- 8~.

>I
~bni lll

87.98. 99
P I;J1c F. I D . 114. 136

).1 , 35. 36
25-48
21
59
i , n. 1, 3.85. l ().t. 11 3. 126
9, 9.1.95.111
Addendum I
-'5-48,78 81, 113 . 11 4. 11 8 , 126
11 '

rope

M ~r )ah

M c~uring

Mech an ical princ ip~$

MeTch~ Shipping
MClacc: ntr ic he i,ht
McUic weir.hts

Mild steel
M o me nt ( $)
M O I\O~ raph

i, 13
Addendum I
25.26

r> autical tnsunne

r>autical mue
NB L (no minal break -load )
:'IIon-pu.rpose bu ilt

11 '

:-':orth o f Enr.13nd P. &: I

35. 36. 37. 38

.... ylon

86

Open inr.$
Overboard

R6,

Ovemand l not

<

86-91.93, 95 , Plate II

Packaged tim he r
Peak angles
Pcl ican-hoo};:
Permissible loading
Pit, h
or ship

17-21,73-7.5

sa
7,67, 70, 94
111 ,138 140
86, 89-92,95 -97
5.6.7, 47. Chapter 7
7, 76, 78. 125

or lash i ng ~

Plaroks
Plating

F\>inl-loading
F\>lypropylenoe

5-7,

PVC~ed

)5 -38

Prc-lClUion
Proor-load fl )

"'"

95. 96. 97, 9'9, Plate H

J8

) 1, .II , 42, M-67, 82.1 10. III , 145

49 . 67. 69 . 'N . 80, 81 ,98

83. S4. f'tatc G

...i re

161

R ad ius of gyralio n
Rag-bolt s
Rautd ends
a Mchcts
Reef knot

46 .47. III
87
)2 .).4

J8
3.85. 87, 1111,89, 95 . 99.1 11.126

Rqull11 ion(s)
Repre5ental i ~

tiO, 62, 63
i, 49.SS

slip-loads

Rip en
Riu inl -Krews

4 \. 4 2 .

n . 44 , 14 3

34 -38
101 1111

R" " ,

Ro-ro vessels

15, 31, 41. 42, 65.

Safe wo rk ing load (SW L)

Sali nity

lit. loiS

Adde ndum I

78
45-48
3.23, 49. % , 126, 145
1, 9 , 29
101. 103. IOS IOll
39-4 1,1 4.4

Sce nding
Sea faslen ing s
Seamanship
Seamen

Srm itraik r(s)

Shackles
Sheet bend
Sltipowner( s)
Shippe....

J8
1,95.96. 123
I . 94 . 103,

ros. 113

Shoeh )l
Sideboanh

S. 127

Side n i l(s}
Side ...all
Sill(s)
Sing le-slac k
Silal
Skin(l )
Slip

108. 120 . 124 . 125

Slipload
Soft~ye(s)

Sou nding-pipe s

Spanoet Ltd .
Splices
Spread (the load)
Square ~nd

Suckers

lOS
77.79 . RO
J 19 . 120 , 126
114 , 125

34-38
124, Plalc 1
37, 49, 51, 52.53. R 55. 57, 59, eo. 84, 93, 96, 97
5. 15. ~I , 41 , 56, sv. 65, 66, 67, 69, 70, 84, 91. 1.1.1
I'I'Ltc A, 4'1 61
86,97
32-34
38, 49, ~O
s. 65, 71. 12~ , 126, 1.'6
&t>, 87, 88, 89, 91
128 , 129
4~ ,

51'1 sections
Stiff dlip

46 , 4 7

8,9
I. 2, 3. 4. 7. 12. D . H. :t4, 4'1 , 71. 76, 83. 8~ . 87. 88, 89, 91. 'M ,
95,96,97,98,1 01, 107, 110, 11 2, 11 4. 119, 123. 124. 126 132 . 13~ .
1.'6.138.1.'9, 1-10. 1.&1 ,142
42, 43
Slraininr.Kre...-s
51""",c

rs

,lStra nd rO('C{s )

168

Stre ngth(sj
Fibre ropes
Rigging-!icrews
Shackle,

35, 36 , 37
41
39,41
77, 78

D ri ne ~

ze

Wir e rope

Soft-eyu

58-61
79-82

Pad ~YCl

Chain
Wet.bing
Stren cs
Streich

)1

)234
r. 9 . 15,3" . "5. 76-81 . 91, 95. 114,126.132.138. 141. 142

"ze

Elastic
Construct ional
Superurgo

"

r. I. I S, I3S
i, I . 101. 1011

Su~you

SWl:dish Rese ch Commin iQn (TI- Kl

Se<ll wav<:s
S"-cU " -"V<:S
SWL ( K'C ~fe wor ki... ~ l

I.

zz. n

1. 22.23

I
Tab les
A",Jcd holding powe....
Conv<:rsiQn
Gal... anised .. ire

20.

",.

S ltCl:ch

eIl..in

1I
)s .:\6

R,'l'' '
.~

'"
""

Sh...Ues
Ik .u lescrcws lhambu rl er s
Wire rope ,r iJ'~

39 . -10. 41

P<ld ~ye~

Plate A, PIal e E. 51 55. 57. Addendum 2

TapinI l"'" iJlPi nl

Taylor ~Ii .tet IJd
Tende r sh ip
Ten. ion
Test-bed
Testing

TFK
Thoma. Miller P_ & I
T ic-brace
Tigh tening
Timher(sl
Timl>er hitch
3Times ru le
2-Timcs ru le
T~

n . 74 . 7S

Addendum I

41, 82

...

55. 83. Plate G

25. Plate G . 123. 145. 149
I. 101. 1011
i . 55. 83
1:\6. 137
22. 31. 33. 3" , 37. .... , 55. 57. 97.1 04.109. 132. 152,1 54. 155
4 , 5 , h , 7. 4h , 41. Ch apter -l. 12" . 125, 126. 1)0 137. 145

"

15, 16, 22, 34. 65. 66. 69.95. 96, 118. 124, 127
15. 34
5.77

16'

57 .

Add~nd um

2
7R. P1at~ F
1722. 114 1111
4!. 4.1. 44, P1c D
ID , 1: 4 , 1! 6. 121. 128. 130. 133

T orQllC

Tr;m, f<>nner
Tri, onomeuy
Turnbuc kk.
Tw i..loxk(.)

"

86.

U.....:k
Under -bearen
Un,k illed
l 'Jlfi, lIh

98
119

Q.,I.

"

117,91

y
~t> ,

Val"els l
Venlilalnr(. ) 'emilali" n
Vi,ihili ty
Volult1e(, )

'I II , ~
lit> , 97

IS7 IS9
Addc rl<ll1 ll1 1

3, 4. I I. 11. !!. D. 37. 411 .

o . 11 7. 95. 91. 911 , lOS, Ill.

11 2. 113. I!S
I. 22. D
37.311, II3 ,ID
Weah n;n,
32. H , ,lot, P1a1e R, l(l.l, lOS , 10f,
Webb in,
2.3 , S. 7. '1 ,1 4 , IS. 16. 2S. 26. 33 .\-1. M . fRo 70 , 94 , 9S . % . 91.101.
w ei"'I(. )
10! . I<W , lOS . 107. 110 . 111 ,112. IU , us. 118, 123. 124 , 127.
I3S. 138. 139. 141
Weldl. )
46. 47.411.71. 78 ,79,110
48, 83
Weldin,
!' ron! Jliclure of .\ lO R VIAS "
w e"ralia Selw.alor
Wl\iJlJlin, led j
SI. S2. H . S4, SS. S7
Wind
I. 3, I S. 2! , 23. 24
Wire rupe(.)
2S, 2t> , 21, 28, 2'1 , B , 49 , SS, se. S7. S9. 11 3. '1 1. 1000 , 118
Wron, w ay ( ' )
4<,1 . H
Water(. l
Wa "~1

'"

Yield point
Yield "'enl:,lh(. )

711. 79. IlU. Il l . [(N . 110. II I

170