Otherwise, the FIBCs should be stowed from one coaming to another. In both cases, any void space should be in the centre and should be chocked off. Page 55 of These measures should include sufficient gratings or plywood sheets placed against the FIBCs and the use of wire lashings from side to side to secure the FIBC cargo.
Page 56 of Any damage discovered during such an examination should be repaired in an appropriate manner. A properly maintained and operating system is crucial for the safety of the ship. A portable dewatering pump of sufficient capacity and lift will provide additional insurance against a clogged bilge line;. Given that such high ballast tanks are necessary to facilitate loading and bearing in mind regulation 22 1 of the International Convention on Load Lines, , which requires a screw-down valve fitted in gravity overboard drain lines, the master should ensure that the dump valves are properly monitored to preclude the accidental readmission of water into these tanks.
Leaving these tanks open to the sea, could lead to an apparently inexplicable list, a shift of deck cargo, and potential capsize. The logs should not be swinging when lowered into the space, The hatch coaming should be used, as necessary, to eliminate any swinging of the logs by gently resting the load against the inside of the coaming, or on it, prior to lowering;. The amount and the vertical centre of gravity of the logs stowed under deck will govern the amount of cargo that can be safely stowed on deck.
In considering this principle, the heaviest logs should be loaded first into the cargo spaces;. Page 57 of If the breadth of the space is greater than the breadth of the hatch opening, pyramiding may be avoided by sliding fore and aft loaded logs into the ends of the port and starboard sides of the space. This sliding of logs into the ends of the port and starboard sides of the space should commence early in the loading process after reaching a height of approximately 2 m above the inner bottom and should continue throughout the loading process;.
Blocks, purchases and other loose tackle should attached to suitably reinforced fixtures such as eyebolts or padeyes provided for this purpose. However, if this procedure is followed, care should be taken to avoid overloading the gear;.
Any damage which affects the seaworthiness of the ship should be repaired;. After loading, the ship should be thoroughly examined to ascertain its structural condition. Bilge should be sounded to verify the ship's watertight integrity. Page 58 of Unit load for the purposes of this annex means that a number of packages are either:. Note: A single large package such as a portable tank or receptacle, intermediate bulk container or freight container is excluded from the recommendations of this annex.
The master should be provided with at least the following information:. The slings should be identified by specific means e. Cargo spaces of another shape in forward holds or in 'tween-decks should be transformed into a rectangular shape both athwartships and longitudinally by the use of suitable timber figure 1.
Page 59 of Wire lashings should be fitted from side to side keeping the gratings or plywood sheets tight against the stow. When unit loads are stowed in the forward or after end of a cargo space and the possibility of shifting in two directions exists, gratings or plywood sheets should be positioned vertically to the stack faces of the unit loads of the non-secured sides of the stow.
Wire lashings should be taken around the stow from the wings to the bulkhead. Where the wires can damage the unit load particularly on the corners of the stow , gratings or plywood sheets should be positioned in such a way that no damage can occur on corners.
When unit loads are stowed against the ship's sides in such a way that shifting is possible from three sides, gratings or plywood sheets should be positioned vertically against the stack faces of the unit loads. Special attention should be paid to the corners of the stow to prevent damage to the unit loads by the wire lashings. Wire lashing at different heights should tighten the stow together with the gratings or plywood sheets at the sides figure 2.
Page 60 of In particular, after rough weather, wire lashings should be checked and retightened, if necessary. Page 61 of Very heavy units as carried under the provisions of Chapter 1. All lashing assemblies used in the application of the methods described in this annex must be attached to fixed securing points or strong supporting structures marked on the cargo unit or advised as being suitable, or taken as a loop around the unit with both ends secured to the same side as shown in Annex 5, figure 2 of the Code.
Lashings going over the top of the cargo unit, which have no defined securing direction but only act to increase friction by their pre-tension, cannot be credited in the evaluation of securing arrangements under this annex. Nothing in this annex should be read to exclude the use of computer software, provided that output achieves design parameters which meet the minimum safety factors applied in this annex. The application of the methods described in this annex are supplementary to the principles of good seamanship and shall not replace experience in stowage and securing practice.
It is recommended that designers of cargo Securing Manuals convert this presentation into a form suiting the particular ship, its securing equipment and the cargo carried. This form may consist of applicable diagrams, tables or calculated examples. The MSL of a timber should be taken as 0. Page 62 of This should be taken as the MSL. The method however, neither takes into account the adverse effects of lashing angles and non-homogeneous distribution of forces among the securing devices nor the favourable effect of friction.
Additional lashing at angles of greater than may be desirable to prevent tipping but are not to be counted in the number of lashings under the rule-of- thumb.
Below decks, lashing applied in accordance with this rule will be adequate and sometimes even excessive. On weather decks however, the rule can be considered adequate only in fair weather. Such conditions can seldom be guaranteed. Therefore, heavier lashing should be used on weather decks and the rule-of-thumb in such cases is that the minimum breaking load of the component lashings should be two or even three times the static weight of the cargo to be secured.
There should be no failures or loss of deck cargo where this rule is correctly applied. This safety factor is used in the formula to derive the calculated strength CS0 from the MSL and shown in the relevant method used:.
Notwithstanding the introduction of such a safety factor, care should be taken to use securing elements of similar material and length in order to provide a uniform elastic behaviour within the arrangement. Page 63 of Remarks: The given transverse acceleration figures include components of gravity, pitch and heave parallel to the deck.
The given vertical acceleration figures do not include the static weight component. The basic acceleration data are to be considered as valid under the following operational conditions: 1. Operation in unrestricted area; 2. Operation during the whole year; 3. Duration of the voyage is 25 days; 4. Length of the ship is m; 5. Service speed is 15 knots; 6. B: breadth of ship; GM: metacentric height. For operation in a restricted area, reduction of figures may be considered taking also into account the season of the year and the duration of the voyage.
For ships of a length other than m and a speed other than 15 knots the acceleration figures should be corrected by a factor given in Table 3. Length 50 60 70 80 90 Speed 9 kn 1. Page 64 of This formula shall not be used for ship lengths less than 50 m or more than m. Effective measures should be taken to avoid this condition.
In case of heading the seas at high speed with marked slamming shocks, the given figures of longitudinal and vertical acceleration may be exceeded. An appropriate reduction of speed should be considered.
In case of running before large stern or aft quartering seas with a stability, which does not amply exceed the accepted minimum requirements, large roll amplitudes must be expected with transverse accelerations greater than the figures given.
An appropriate change of heading should be considered. Sloshing by sea can induce forces much greater than the figures given above. This figure should be considered as remaining unavoidable after adequate measures to prevent overcoming seas.
Sea sloshing forces need only be applied to a height of deck cargo up to 2 metres above the weather deck or hatch top. For voyages in restricted area sea sloshing forces may be neglected. In case of symmetrical securing arrangements one appropriate calculation is sufficient. Friction contributes towards prevention of sliding. Page 65 of Disregarding of such devices from the balance of forces should be considered, unless the necessary load is gained by the imminent tendency to tipping or by a reliable pretensioning of the securing device which includes maintaining the pretension throughout the voyage.
Any horizontal securing angle, i. As an alternative o using Table 6 to determine the forces in a securing arrangement, the method outlined in paragraph 7. Page 66 of Where: FY, m, g, CS, n are as explained under 7.
If in doubt, a balance calculation should meet the following condition:. Remark: Longitudinal components of transverse securing devices should not be assumed greater than 0. However, this alternative method allows a more precise consideration of horizontal securing angles. Page 67 of The values of fx and fy can be obtained from Table 7. Interpolation is not required but may be used.
All symbols used in these formulae have the same meaning as defined in paragraph 7. Page 68 of Table 7. Page 69 of Page 70 of Securing material: wire rope: br. Page 71 of Page 72 of Unless specific information is provided, the vertical center of gravity of the cargo unit can be assumed to be at one half the height and the transverse center of gravity at one half the width. Also, if the lashing is connected as shown in the sketch, instead of measuring c, the length of the lever arm from the tipping axis to the lashing CS, it is conservative to assume that it is equal to the width of the cargo unit.
Page 73 of The exclusion from the scope of application of the methods of very heavy units as carried under the provision of Chapter 1.
The exclusion should not be understood as restriction of the methods to units up to a certain mass or dimension. The acceleration figures given in Table 2 in combination with the correction factors represent peak values on a day voyage. This does not imply that peak values in x, y and z direction occur simultaneously with the same probability.
Peak values in longitudinal and vertical direction may join more closely because they have common source of pitching and heaving. The advanced calculation method uses the "worst case approach". That is expressed clearly by the transverse acceleration figures which increase to forward and aft in the ship and thereby show the influence of transverse components of simultaneous vertical accelerations. Consequently, there is no need to consider vertical accelerations separately in the transverse balances of forces and moments.
These simultaneously acting vertical accelerations create an apparent increase of weight of the unit and thus improve the friction in the balance of forces, respectively the moment of stableness in the balance of moments. For this reason there is no reduction of the normal force m.
The situation is different for the longitudinal sliding balance. The worst case would be a peak value of the longitudinal force FX accompanied by an extreme reduction of weight through the vertical force FZ. The friction coefficients shown in the methods are somewhat against appropriate figures in other publications.
The reason for this should be seen in various influences which may appear in practical shipping as: moisture, grease, oil, dust and other residues, vibration of the ship. There are certain stowage materials available which are said to increase friction considerably. Extended experience with these materials may bring additional coefficients into practical use.
This approach would require a large volume of information and a complex, iterative calculation. Still the results would be doubtful to uncertain parameters.
Therefore, the simplified approach was chosen with the assumption that the elements take an even load of CS calculation strength which is reduced against the MSL maximum securing load by the safety factor 1. When employing the advanced calculation method the way of collecting data should be forwarded as shown in the calculated example. It is acceptable to estimate securing angles, to take average angles for a set of lashings and similarly arrive at reasonable figures of the levers a, b and c for the balance of moments.
It should be borne in mind that meeting or missing the balance calculation just by a tiny change of one or the other parameter indicates to be near the goal anyway.
There is no clear-cut border line between safety and non-safety. If in doubt, the arrangement should be improved. Page 74 of Page 75 of Page 76 of Page 77 of Check if this is the latest version of the document in the Master Document Register.
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In providing such advice, it should be borne in mind that the Master is responsible for the safe conduct of the voyage and the safety of the ship, its crew and cargo. All cargoes should be stowed and secured in such a way that the ship and persons on board are not put at risk. Personnel commissioned to tasks of cargo stowage and securing should be properly qualified and experienced.
Personnel planning and supervising the stowage and securing of cargo should have a sound practical knowledge of the application and content of the Cargo Securing Manual. It is considered the most important treaty that covers the safety of merchant ships. The SOLAS convention, as it is known commonly in the related circles, specifies standards for the construction, equipment, and operation of merchant ships.
The provisions included in the SOLAS include the survey of ships and their certification and the control of ships while at the ports of other governments. Each member nation is responsible for following these standards and ensuring the safety and security of their marine vessels. It specifies the requirements for stowage and securing almost all types of cargo and those that require special handling.
Carriage of dangerous goods is specifically covered under chapter VII and it covers bulk carriers liquids, gases, etc. These codes were developed by the IMO and they are updated regularly to include new dangerous goods as well as to update existing provisions. Any ocean-going vessel that is engaged in the transport of cargo, except solid and liquid bulk cargoes, should have a cargo securing manual onboard. Cargo on board vessels, such as containers, intermodal freight containers, etc.
A cargo securing manual details all the cargo-securing equipment on board the vessel, whether fixed or portable. It specifies their locations and how they should be used to secure the different types of cargo that are transported. This manual also shows details of the chains, lashings, rods, etc.
The strength of the cargo securing equipment to withstand any adverse weather and the rough sea conditions, the methods followed to secure the cargo, and maintenance instructions should be available in this manual. When the ship is in motion, and especially during bad weather, accompanied by rough seas, the cargo on board is subject to abnormal forces. This form may consist of applicable diagrams, tables or calculated examples; and other operational arrangements such as electronic data processing EDP or use of a loading computer may be accepted as alternatives to the requirements of the above paragraphs 3.
Chapter 4 Stowage and securing of containers and other standardized cargo 4. The symbols used should be consistent throughout the Cargo Securing Manual. It should contain specific warnings of possible consequences from misuse of securing devices or misinterpretation of instructions given. Beschrijving Revised guidelines Cargo Securing Manual. Informatietype en toegang Informatietype Internationaal Documentsoort Circulaire niet in wetten. Herkomst en taal Titel MSC. Permanente link Huidige versie Meest recente versie.
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