Model Course 3.18 Safe Packing of Cargo Transport Units (CTUs), 2000

INTERNATIONAL MARITIME ORGANIZATION
E
IMO
FACILITATION COMMITTEE FAL 28/INF.3

27th session 28 July 2000
Agenda item 12.1 ENGLISH ONLY
SHIP/PORT INTERFACE
Assessment of model course on the safe and secure packing of cargo transport units
Note by the Secretariat
SUMMARY
Executive summary: This document provides information on the progress of the model
course on Safe and secure packing of cargo transport units, which has
been developed for IMO by Sweden.
Action to be taken: Paragraph 5
Related documents: FAL 27/19, paragraphs 12.40 and 12.42, and MSC 72/23,
paragraph 2.10
1 The Committee, at its last session (FAL 27/19, paragraph 12.40), thanked the
Government of Sweden for undertaking to develop a model course on the safe and secure
packing of cargo transport units; and for funding it. The Committee noted that some parts of the
proposed model course were still under development and that the assessment of those parts of the
course produced would be reported to the next session of the SPI Working Group.
2 Although the model course was not complete, the Committee agreed to substitute the
existing item on the SPI Working Group's work programme to “Assessment of the Model Course
on safe and secure packing of cargo transport units” with a target completion date of 2001 under
the supervision of MSC only, as this would more accurately reflect the work already assigned to
the SPI Working Group, and invited the MSC to endorse this action.
3 MSC 72 (MSC 72/23, paragraph 2.10) endorsed the Committee's action on this matter and
included an item on "Assessment of the model course on safe and secure packing of cargo transport
units" in the SPI Working Group's work programme.
4 Sweden has now complete d the development of the model course∗ and forwarded it to the
Secretariat for submission to the SPI Working Group for consideration and approval and subsequent
endorsement by MSC 73.
∗
Due to the limited number of copies available, distribution is restricted to one copy per delegation attending the
meeting.
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
I:\FAL\28\INF-3.DOC
FAL 28/INF.3 -2-
Action requested of the Committee
5 The Committee is invited to refer this information paper to the SPI Working Group for
consideration.
***
I:\FAL\28\INF-3.DOC
Model Course 3.18
Safe packing of
cargo transport units
Model course developed for IMO by the Swedish Maritime Administration
I:\FAL\28\INF-3.DOC
SAFE PACKING OF CARGO TRANSPORT UNITS
ACKNOWLEDGEMENTS
This course in Safe Packing of Cargo in CTU:s is developed for IMO

by the consultants MariTerm -TISAB AB (www.mariterm-tisab.se), Höganäs, Sweden
on behalf of the Swedish Maritime Administration (www.sjofartsverket.se).
Grateful acknowledgements are made for the use of material from:
n the swedish club which has benevolently placed

drawings to our disposal from their booklet
“Securing of Cargo for Sea Transportation”
n The Swedish Association of Marine Underwriters
ii
CONTENTS
Contents
Page
FOREWORD ............................................................................................................................V
INTRODUCTION .....................................................................................................................1
PART A COURSE FRAMEWORK.......................................................................................5
PART B COURSE OUTLINE ................................................................................................9
PART C DETAILED TEACHING SYLLABUS .................................................................11
PART D INSTRUCTOR MANUAL .....................................................................................27
ENCLOSURE 1 OVERHEADS
ENCLOSURE 2 WORKING BOOK
ENCLOSURE 3 QUICK LASHING GUIDE – ROAD AND SEA AREA A
ENCLOSURE 4 QUICK LASHING GUIDE – SEA AREA B
ENCLOSURE 5 QUICK LASHING GUIDE – SEA AREA C
iii
iv
FOREWORD
Foreword
Since its inception the International Maritime Organisation has recog-

nised the importance of human resources to the development of the
maritime industry and has given the highest priority to assisting
developing countries in enhancing their maritime training capabilities
through the provision or improvement of maritime training facilities at
national and regional levels. IMO has also responded to the needs of
developing countries for postgraduate training for senior personnel in
administration, ports, shipping companies and maritime training
institutes by establishing the World Maritime University in Malmö,
Sweden, in 1983.
Following the earlier adoption of the International Convention on

Standards of Training, Certification and Watchkeeping for Seafarers,
1978, a number of IMO Member Governments had suggested that IMO
should develop model training courses to assist in the implementation
of the Convention and in achieving a more rapid transfer of information
and skills regarding new developments in maritime technology. IMO
training advisers and consultants also subsequently determined from
their visits to training establishments in developing countries that the
provision of model courses could help instructors improve the quality of
their existing courses and enhance their effectiveness in meeting the
requirements of the Convention and implementing the associated
Conference and IMO Assembly resolutions.
In addition, it was appreciated that a comprehensive set of model

courses in various fields of maritime training would supplement the
instruction provided by maritime academies and allow administrators
and technical specialists already employed in maritime administrations,
ports and shipping companies to improve their knowledge and skills in
certain specialised fields. IMO has therefore developed this model
courses in response to these generally identified needs and with the
generous assistance of Sweden.
This model course may be used by any training institution and the
Organisation is prepared to assist developing countries in implement-
ing the course when the requisite financing is available.
v
vi
INTRODUCTION
Introduction
n Purpose of the model courses

The purpose of the IMO model courses is to assist maritime training
institutes and their teaching staff in organising and introducing new
training courses, or in enhancing, updating or supplementing existing
training material where the quality and effectiveness of the training
courses may thereby be improved.
It is not the intention of the model course programme to present

instructors with a rigid “teaching package” which they are expected to
“follow blindly”. Nor is it the intention to substitute audio-visual or
“programmed” material for the instructor’s presence. As in all training
endeavours, the knowledge, skills and dedication of the instructor are
the key components in the transfer of knowledge and skills to those
being trained through IMO model course material.
Because educational systems and the cultural backgrounds of trai-

nees in maritime subjects vary considerably from country to country,
the model course material has been designed to identify the basic
entry requirements and trainee target group for each course in
universally applicable terms, and to specify clearly the technical
content and levels of knowledge and skill necessary to meet the
technical intent of IMO conventions and related recommendations.
n Use of the model course

To use the model course the instructor should review the course plan
and detailed syllabus, taking into account the information provided
under the entry standards specified in the course framework. The
actual level of knowledge and skills and prior technical education of
the trainees should be kept in mind during this review, and any areas
within the detailed syllabus which may cause difficulties because of
differences between the actual trainee entry level and that assumed
by the course designer should be identified. To compensate for such
differences, the instructor is expected to delete from the course, or
reduce the emphasis on, items dealing with knowledge or skills
already attained by the trainees. He should also identify any aca-
demic knowledge, skills or technical training which they may not
have acquired. By analysing the detailed syllabus and the academic
knowledge required to allow training in the technical area to proceed,
the instructor can design an appropriate pre-entry course or,
alternatively, insert the elements of academic knowledge required to
support the technical training elements concerned at appropriate
points within the technical course.
1
Adjustment of the course objectives, scope and content may also be

necessary if in your maritime industry the trainees completing the
course are to undertake duties which differ from the course
objectives specified in the model course.
Within the course plan the course designers have indicated their
assessment of the time which should be allotted to each learning
area. However, it must be appreciated that these allocations are
arbitrary and assume that the trainees have fully met all the entry
requirements of the course. The instructor should therefore review
these assessments and may need to reallocate the time required to
achieve each specific learning objective.
n Lesson plan
Having adjusted the course content to suit the trainee intake and any
revision of the course objectives, the instructor should draw up
lesson plans based on the detailed syllabus. The detailed syllabus
contains specific references to the textbooks or teaching material
proposed to be used in the course. Where no adjustment has been
found necessary in the teaching activities in the detailed syllabus, the
lesson plans may simply consist of the detailed syllabus with
keywords or other reminders added to assist the instructor in marking
his presentation of the material.
n Presentation
The presentation of concepts and methodologies must be repeated
in various ways until the instructor is satisfied that the trainee has
attained each specific learning objective. The syllabus is laid out in
teaching activity format with three levels of learning objectives.
n Evaluation or assessment of trainee progress

Guidance on evaluation or assessment of trainees is given in Part D
(Instructor Manual) of the course.
2
INTRODUCTION
n Implementation
For the course to run smoothly and to be effective, considerable
attention must be paid to the availability and use of:
q properly qualified instructors;
q support staff;
q rooms and other spaces;
q textbooks, technical papers; and
q other reference material;

q equipment for practical exercises;
q CTU:s for inspection
Through preparation is the key to successful implementation of the

course. IMO has produced a booklet entitled “Guidance on the
implementation of IMO model courses”, which deals with this aspect
in greater detail.*
*
The booklet is included as an attachment to this course
3
4
COURSE FRAMEWORK
Part A Course Framework
n Scope
The course provides basic training in packing and securing of
cargoes in cargo transport units (CTUs).
While the use of freight containers, swap-bodies, vehicles or other

cargo transport units substantially reduces the physical hazards to
which cargoes are exposed, improper or careless packing of cargoes
into/onto such units, or lack of proper blocking, bracing and securing,
may be the cause of personnel injuries when they are handled or
transported. In addition, serious and costly damages may occur to
the cargo or to the equipment. The person who packs and secures
cargo into/onto the cargo transport units (CTUs) may be the last
person to look inside the unit until it is opened by the consignee at its
final destination.
Consequently, a great many people in the transport chain will rely on

the skill of such persons, such as:
• road vehicle drivers and other highway users when the unit is
transported on roads;
• rail workers, and others, when the unit is transported by rail;
• crew members of inland waterway vessels when the unit is
transported on inland waterways;
• handling staff at inland terminals when the unit is transferred
from one transport mode to another;
• dock workers when the unit is loaded or discharged;
• crew members of the ship which may be taking the unit through
its most severe conditions during the transport operation; and
• those who unpack the unit.
All persons, such as the above and passengers on board vessels,

may be at risk from a poorly packed container, swap-body or vehicle,
particularly one which is carrying dangerous cargoes.
This course in Safe Packing of CTUs is essential for those packing

and securing the cargo and whose task it is to inspect cargo securing
and to train people to pack such units. Training is vital if safety
standards are to be maintained.
Target groups for the training is seldom the people on board vessels,
the traditional IMO target groups. Instead training in safe packing of
CTUs is directed towards the following groups ashore who are
preparing the CTUs for transport:
• Packers at industries and land terminals

• Stevedores
• Lorry drivers
5
• Railway workers
• Marine surveyors
• Forwarders
• Authorities inspecting cargo securing
• Other persons working in the transport chain involved in packing
of CTUs
• Management at export and transport companies
n Objective
Those who successfully complete this course will thereby be aware
of:
• the importance of the safe transport and packing of cargo,

commensurate with their duties
• the consequences of badly packed and secured cargo in CTUs
• the legal requirements
• the magnitude of forces which may act on cargo during road, rail
and sea transport
• the basic principles of packing and securing of cargoes in CTUs.
They will further have acquired knowledge about details concerning

specific requirements for the transport and packing of cargo in CTUs,
which are applicable to the functions that they perform.
n Entry standards
The course is open to those who have:
• experience of cargo handling and transports

• knowledge about the use of cargo transport units
n Course certificate
On successful completion of the course, a certificate or diploma should
be issued, attesting that the holder has successfully completed a
course on basic packing and securing of cargoes in cargo transport
units (CTUs).
n Course intake limitations

The number of trainees should normally not exceed sixteen.
6
COURSE FRAMEWORK
n Staff requirements
The instructor should have adequate experience in packing and
securing of cargoes in cargo transport units (CTUs).
n Teaching facilities and equipment

Ordinary classroom facilities with an overhead projector, blackboard or
whiteboard are adequate.
Different types of cargoes to be used for practical training as well as

a number of loaded trailers and containers to inspect and evaluate.
n Teaching aids
A1 Instructor Manual (Part D of the course)
OH Overheads (enclosure 1)
n IMO references (R) (www.imo.org)

R1 IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport
Units (CTUs) (IMO Sales No. 284E)
R2 Code of Safe Practice for Cargo Stowage and Securing (IMO
Sales No. 292E)
R3 1994/1995 Amendments to the Code of Safe Practice for Cargo
Stowage and Securing (IMO Sales No. 295E)
R4 IMDG CODE (IMO Sales No. 200E)
R5 CSC International Convention for Safe Containers (CSC) (IMO
Sales No. 282E)
R6 International Convention for the Safety of Life at Sea (SOLAS)
(IMO Sales No. 110E)
n Textbooks (T)
T1 Working Book (enclosure 2)
n Bibliography (B)
B1 P. Andersson and L. Ronge, Cargo Care. (MariTerm AB, 1999)
(ISBN 91-972346-5-6) (about 250 pages) (www.mariterm.se)
B2 TFK 1998:2E, Securing of Cargo, Loading and Securing of Cargo
on Load Carriers. (TFK, 1998) (ISBN 91-88752-09-7) (about 300
pages) (www.tfk.se)
7
8
COURSE OUTLINE
Part B Course Outline
The training is to be based on the different subject areas indicated in

the IMO/ILO/UN ECE Guidelines for Packing Cargo Transport Units,
according to the following list:
1 Consequences of badly packed and secured cargo

2 Responsibilities
3 Forces acting on the cargo during transport
4 Basic principles for cargo packing and securing
5 CTU – types
6 Cargo care consciousness and cargo planning
7 Different methods for cargo packing and securing
8 Equipment for securing and protecting cargo
9 Packing and securing of unitised cargo (bulk)
10 Packing and securing of non-unitised cargo (break-bulk)
11 Packing and securing of paper products
12 Packing and securing of cargo requiring special techniques
13 Packing and securing of dangerous cargoes
The following chapters are added:
14 Theoretical exercises
15 Practical exercises
16 Inspections
17 Evaluation
The areas listed are to be combined in such a way that the training
suits the actual target group. Four – five of the areas could be enough
for some groups, while all areas may have to be studied in other
groups.
The approximate training hours shown in the timetable below are

proposed for the different subject areas and target groups. Of course
the time has to be adjusted depending on the actual group. For target
groups without former practical experience of cargo handling and
transports, the hours may have to be doubled.
If it is possible to carry out practical exercises as well as inspections of

packed units during the course, this has shown to be a very good tool
to acquire a good understanding for the subject.
9
All times in the timetable are given in hours.
TIMETABLE
No Subject area Target groups
Management Lorry drivers Stevedores
Forwarders Railway workers Terminal packers
Surveyors
Authorities
1 Consequences 1 1 1
2 Responsibilities 1 0.5 0.5
3 Forces 0.5 0.5 0.5
Basic principles with
4 1 1.5 2
quick lashing guide
5 CTU types 0.5 0.5 1
6 Cargo care - 0.5 1
Methods for packing
7 0.5 0.5 1
and securing
8 Securing equipment 0.5 0.5 0.5
9 Unitised cargo - 0.5 1
10 Break bulk - 0.5 1
11 Paper products - 0.5 1
12 Special techniques - 0.5 1
13 Dangerous goods 0.5 0.5 1
14 Theoretical exercises - 1 2
15 Practical exercises - 3 3
16 Inspections - 0.5 3
17 Evaluation - 1 1
TOTAL 5.5 13.5 21.5
10
DETAILED TEACHING SYLLABUS
Part C Detailed Teaching Syllabus
The detailed teaching syllabus has been written as a list of proposed

teaching activities. For the different main areas the level of learning
objective is indicated. The following three levels of learning
objectives are used:
Level I – Factual knowledge (have heard of)

Level II – Overarching knowledge (know)
Level III – Detailed knowledge (be able to)
In order to assist the instructor, references are given to the IMO

references, textbooks, additional technical material and teaching aids,
which the instructor may use when preparing course material. The
following material has been used to structure the detailed teaching
syllabus:
q Teaching aids
A1 Instructor Manual (Part D of the course)
OH Overheads (enclosure 1)
q IMO references (R) (www.imo.org)

R1 IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport
Units (CTUs) (IMO Sales No. 284E)
R2 Code of Safe Practice for Cargo Stowage and Securing (IMO
Sales No. 292E)
R3 1994/1995 Amendments to the Code of Safe Practice for Cargo
Stowage and Securing (IMO Sales No. 295E)
R4 IMDG CODE (IMO Sales No. 200E)
R5 CSC International Convention for Safe Containers (CSC) (IMO
Sales No. 282E)
R6 International Convention fo r the Safety of Life at Sea (SOLAS)
(IMO Sales No. 110E)
q Textbooks (T)
T1 Working Book (enclosure 2)
q Bibliography (B)
B1 P. Andersson and L. Ronge, Cargo Care. (MariTerm AB, 1999)
(ISBN 91-972346-5-6) (about 250 pages) (www.mariterm.se)
B2 TFK 1998:2E, Securing of Cargo, Loading and Securing of Cargo
on Load Carriers. (TFK, 1998) (ISBN 91-88752-09-7) (about 300
pages) (www.tfk.se)
11
The following abbreviations are used:
q Ann.: annex
q App.: appendix
q Ch.: chapter
q Para.: paragraph
q p., pp.: page, pages
Example: “R1 – Ann. 1” refers to annex 1 of IMO/ILO/UN EC Guidance

for packing of cargo transport units (CTUs)
Note
Throughout the course, safe working practices are to be clearly defined
and emphasised with reference to current international requirements
and regulations.
It is expected that the national institution implementing the course will

insert references to national requirements and regulations as found
necessary.
12
Learn. IMO Textbook, Teaching

Teaching activity level References Bibliography Aids
1 Consequences of badly packed I T1 – Ch. 1 A1 – Ch. 1

and secured cargo B1 – Ch. 1
1.0 General R1 – pp.1-4 OH 1.1 - 1.7

.1 Explain the use of CTUs in combined
transports.
.2 Mention the different types of CTUs (road
vehicles, containers, swap-bodies etc).
.3 Explain quality systems and the aim to
get the cargo from the producer to the
consumer without damage.
.4 Explain that CTUs can be handled by
different modes of transport (road, rail
and sea).
.5 Explain that the different modes require
different levels of stowage and securing.
.6 Explain what can happen to persons,
environment, ships, vehicles, CTUs etc if
the cargo is not properly stowed and
secured in CTUs.
.7 State clearly that everybody working with
transports has a responsibility to avoid
injuries to other people, damages to the
environment and cargo, etc.
1.1 Injuries to persons and damage to R1 – p.1 OH 1.8 - 1.11

the environment
.1 Go through one or several accidents
where persons have been killed or
injured due to inadequately stowed and
secured cargo.
.2 Explain the risk for injuries when opening
CTUs if the cargo is not properly secured
inside.
.3 Explain that dangerous goods coming out
from CTUs during transport can cause
damage to the environment.
1.2 Damage to ships and CTUs OH 1.12 - 1.16

.1 Go through one or several accidents
where ships and CTUs have been
damaged due to inadequately stowed
and secured cargo.
1.3 Damage to cargo OH 1.17

.1 Go through a number of examples on
how cargo can be damaged if it is not
properly stowed and secured.
1.4 Economical consequences OH 1.17

.1 Tell about costs involved due to cargo
damage.
.2 Tell about costs involved due to lost cargo.
13

2 Responsibilities II T1 – Ch. 2 A1 – Ch.2

B1 – Ch. 2
B2 – Ch. 1.2-1.5
2.1 Different parties involved in cargo R1 – p. 1 OH 2.1 - 2.2

transport R2 – App. 3
.1 Describe a combined transport from seller
to buyer with all parties involved during the
transport.
.2 Describe different types of responsibility,
such as responsibility for:
• Cargo damages
• Injuries to other persons
• Damage to the environment
• Damage to 3:rd party’s properties
• Goodwill
2.2 Legal responsibility OH 2.1 - 2.2

.1 Describe the different parties’ responsibility
regarding stowage and securing of cargo
in CTUs during the transport.
2.3 Goodwill responsibility

.1 Explain the concept and the meaning of
“goodwill” .
.2 Describe the consequences of “badwill”,
and how it can affect a manufacturer.
2.4 Quality assurance OH 2.3

.1 Describe different Quality Systems, and
the reasons for using them.
2.5 Cargo stowage and securing OH 2.4 - 2.9

declarations
.1 Go through the mandatory requirement to III R1 – Ch. 4.4
provide a container packing certificate – R6 – Ch. VII
vehicle declaration – for CTUs packed with
dangerous cargoes.
.2 Mention the use of cargo stowage and R2 – Ch. 2.9
securing declaration also for non
dangerous cargoes as a mean to clarify
the responsibility for the cargo securing in
CTUs.
14

3 Forces acting on the cargo II R1 – Ch. 1 T1 – Ch. 3 A1 – Ch. 3

during transport R2 – Ch. 1.3 B1 – Ch. 3
R3 – Ch. 7.1 B2 – Ch. 2.1
3.0 General
.1 Give example of some typical combined
transports, which are known to the target
group.
.2 Explain what a force is and how cargo is
exposed to forces during transport.
.3 Ask the group about their opinion of the
magnitude of forces acting on the cargo
during transport.
3.1 Road transport OH 3.1

.1 Explain in which situations forces appear
during road transport.
.2 Go through the magnitude of the different
forces.
.3 Go through basic legal requirements on
cargo securing for road transport in
different countries.
3.2 Rail transport OH 3.2

during rail transport.
forces.
.3 Explain the difference between goods
trains subject to shunting and “combi”
(block) trains not subject to shunting.
cargo securing for rail transports in
different countries.
3.3 Sea transport OH 3.3

during sea transport.
.2 Explain that the forces are different in
different stowage positions on board.
.3 Explain that the magnitude of the forces
are different on board different vessels,
as vessels have different sea keeping
qualities.
.4 Explain that the forces will be different
depending on the sea area, duration of
the voyage etc.
forces.
cargo securing for sea transport in
different countries as well as the IMO
recommendations.
15

3.4 Summary OH 3.4

forces, which the cargo may be exposed
to at different modes of transport.
.2 Go through one of the examples of
combined transports and let the group
find out the largest forces in different
directions for the actual combination.
4 Basic principles for cargo III T1 – Ch. 4 A1 – Ch. 4

packing and securing B1 – Ch. 4
4.0 General OH 4.1

.1 Explain what may happen with the cargo
when it is exposed to forces (slides, tips or
stands still in its original position).
4.1 Prevention from sliding

.1 Explain the effect of the friction to prevent
the cargo from sliding.
.2 Make a force analysis and calculate
whether a cargo unit slides or not at a
given force and coefficient of friction.
.3 Explain that an over the top lashing will
increase the contact pressure between the
cargo item and the CTU floor and by that
the friction force.
.4 Show how the coefficient of friction can be
measured by simple means.
.5 Explain how the cargo alternatively can be
prevented from sliding by blocking.
4.2 Prevention from tipping

.1 Explain that the relation between the
vertical centre of gravity and the width of
the base of the cargo item has an
influence on the tipping risk.
.2 Make a force analysis and calculate
whether a piece of cargo will tip or not at a
given force and size of the unit.
4.3 Influence of friction R3–Ch.

7.2.1
.1 Show that for the same coefficient of
friction, the weight of a cargo item has no
influence on when it starts to slide.
.2 Explain that the friction will decrease if the
cargo starts to slide.
.3 Explain that the friction usually is lower
when the surfaces are dirty, wet, greased,
icy, snowy or frosty etc.
.4 Go through the coefficients of friction for
the most common material contacts.
16

4.4 Basic principles for cargo securing

.1 Describe the following means to secure
cargo: locking, blocking, lashing or a
combination of blocking and lashing.
.2 Show examples of different lashing
equipment and their properties of interest
for the basic securing principles.
.3 Show examples of different lashing
methods.
.4 Describe the principal differences in
preventing sliding and tipping for the
different lashing methods.
4.5 Dimensions of securing arrange-

ments for combined transportation
.1 Explain that the dimensions of the cargo
securing arrangement will depend on the
mode of transport.
.2 Go through the quick lashing guides and
show how it is used to define the required
number of lashings.
5 Cargo Transport Units – types II R1 – Ch. 3.1 T1 – Ch. 5 A1 – Ch. 5

B1 – Ch. 5
B2 - Ch. 3.1- 3.3
5.1 Containers OH 5.1 - 5.6

.1 Show different types of containers (normal
dry containers, open top containers, etc.).
.2 Describe the strength of the walls in a
container, and how they can be used for
cargo securing.
.3 Mention the different outer lengths, heights
and breadths of standardised containers.
.4 Mention the different inner lengths, heights
and breadths of standardised containers.
.5 Mention the recommended cargo
distribution (60/40) in a container.
.6 Explain the limited allowed axle load on a
container floor.
.7 Explain the risk of over stressing the floor
by concentrated loads.
.8 Mention the lack of requirements on the
strength of the lashing eyes in containers.
5.2 Flats
.1 Show different types of flats.
.2 Describe the strength of the end walls of
flats.
.3 Mention the different lengths, heights and
breadths of standardised flats.
.4 Explain how the strength of lashing eyes
on a flat can be calculated based on the
dimensions of the material in the eyes.
.5 Explain the importance of safe erection III
and stowage of folding-ins.
17

5.3 Swap-bodies OH 5.7 - 5.9

.1 Show different types of swap bodies.
.2 Describe the strength of the sides in swap
bodies.
.3 Mention and explain the background to the
different lengths, heights and breadths of
swap bodies.
.4 Explain the risk of collapse of a swap body
when driving on it by fork lift trucks.
5.4 Road vehicles OH 5.10 - 5.11

.1 Show different types of road vehicles.
.2 Describe the strength of the sides of road
vehicles.
.3 Mention and explain the background to the
different lengths, heights and breadths of
road vehicles.
.4 Go through allowed cargo distribution on
road vehicles.
.5 Mention that vehicles must be equipped R2 – App. 4
with securing fittings for the securing to
ships’ deck.
5.5 Rail-cars/wagons OH 5.12

.1 Show different types of rail-cars / wagons.
.2 Describe the strength of the sides of rail-
cars / wagons.
.3 Mention different lengths, heights and
breadths of rail cars.
.4 Go through allowed cargo distribution on
rail cars / wagons.
6 Cargo care consciousness and II T1 – Ch. 6 A1 – Ch. 6

cargo planning B1 – Ch. 6
6.0 General R5
.1 Explain various legal requirements with
regard to construction and maintenance of
CTU:s
6.1 Choice of transport means

.1 Describe the different ways CTUs can be
transported from one place to another.
.2 Make the trainees aware of possible
differences in the quality of different
transport companies’ ships, trailers,
personnel etc.
6.2 Choice of CTU type

.1 Explain that the choice of CTU type
depends on the destination of the cargo.
.2 Explain that the choice of CTU type also
depends on the type of cargo to be
transported.
18

6.3 Check of CTU prior to packing R1 – Ch. 2 B2 – Ch. 3.5 OH 6.1 – 6.2
.1 Describe the importance of checking CTUs
prior to packing.
.2 Describe which items to be checked on
different CTUs (container, trailer, etc.).
.3 Go through routines for rejecting improper
CTUs.
6.4 Cargo distribution in CTUs R1-Ch. 3.2.5

.1 Explain the importance of correct distri-
bution of the goods in a CTU.
.2 Go through methods how to find out the
cargo distribution in a CTU.
.3 Repeat the allowed cargo distribution in
different CTU types.
6.5 Requirements from the receiver of R1 – Ch. 5

cargo regarding cargo packing
.1 Explain why a receiver of the cargo may
have requirements on the packing of the
goods in a CTU.
.2 Explain why the requirements from a
receiver always must be considered.
6.6 Condensation risks in CTUs R1 – Ann. 1

.1 Explain how condensation can occur in a
CTU.
.2 Explain what can happen to the goods in a
CTU if it is exposed to condensation during
a long period of transport.
.3 Show different ways to avoid condensation
in a CTU.
.4 Mention different means to protect the
goods from damage due to condensation.
6.7 Symbols for cargo handling OH 6.4 – 6.6

.1 Show and explain the meaning of different
types of handling and transportation
symbols used on goods.
7 Different methods for cargo III R1 – Ch. 3.2 T1 – Ch. 7 A1 – Ch. 7

packing and securing R1 – Ann. 5 B1 – Ch. 7
B2 – Ch. 4
7.1 Lashing
.1 Show different lashing methods: top over,
round turn, loop, and spring lashings.
.2 Describe when to use the different
methods.
19

7.2 Blocking and bracing

.1 Show that by blocking or bracing the cargo
will be prevented from sliding.
.2 Explain that a blocking up to the centre of
gravity also will prevent the cargo from
tipping.
.3 Show different ways of blocking cargo.
.4 Explain that some types of lashings will
replace blocking.
7.3 Increasing friction

.1 Explain how increased friction will
influence the dimensions of the lashings.
.2 Show different ways to increase the friction
(dunnage, rubber material etc.).
8 Equipment for securing and III R3 – Ch. 4 T1 – Ch. 8 A1 – Ch. 8

protection B1 – Ch. 8
B2 – Ch. 4
8.0 General OH 8.1 – 8.4

.1 Explain abbreviations as MSL (Maximum
Securing Load), MBL (Minimum Break
Load), PT (Pre Tension), SWL (Safe
Working Load) as well as safety factors.
.2 Explain the principle differences between
web lashings and lashings made of steel
(wire and chains).
.3 Discuss marking of lashing equipment.
.4 Show examples of different tensioning
devices.
8.1 Fixed equipment on CTUs

.1 Show examples of different fixed equip-
ment on CTUs such as walls, stanchions,
etc.
.2 Explain the strength of the equipment.
8.2 Reusable cargo-securing

equipment
.1 Show examples of reusable-cargo
securing equipment.
.2 Discuss how reusable equipment should
be handled after use.
8.3 One-way equipment

.1 Show examples of one-way equipment.
.2 Explain the strength in the equipment.
8.4 Inspection and rejection of securing

equipment
.1 Discuss routines for the inspection of the
status of the lashing equipment, and when
the equipment should be scrapped.
.2 Explain the Safe Life method.
.3 Explain the Fail Safe method.
20

9 Packing and securing of unitised III T1 – Ch. 9-12 A1 – Ch. 9-12

cargo (bulk) B1 – Ch. 9 OH 9.1 – 9.2
B2 – Ch. 5
9.0 General
.1 Describe unitised cargo.
9.1 Cases
.1 Give examples of goods shipped in cases.
.2 Discuss the strength of different types of
cases.
.3 Explain the problem of getting information
of the location of the centres of gravity of a
case loaded by i.e. a machine.
.4 Discuss the marking of centres of gravity
of cargo in cases.
.5 Explain by an example how the required
amount of securing to avoid tipping will
differ for different locations of the vertical
centre of gravity for a case.
9.2 Palletised cargoes

.1 Mention the most common dimensions of
pallets.
.2 Show different packing patterns of pallets
in different types of CTUs.
.3 Describe the difference between two and
four ways pallet.
9.3 Bales and bundles

.1 Describe different covers (wrappers) used
for bales and bundles.
.2 Explain the main principles for the stowage
and securing of bales and bundles.
9.4 Bags on pallets

.1 Show different stowage patterns of bags
on pallets.
.2 Explain the main principles for the stowage
and securing of bagged cargoes.
9.5 Big bags

.1 Describe proper handling of big bags,
sizes, volumes etc.
.2 Explain that the level of how ridged the big
bag is, will depend on the type of material
in the bag.
.3 Describe the problems in securing non
ridged big bags.
9.6 Sheets and boards

.1 Show examples of different types of sheets
and boards.
.2 Describe that it is preferable to bundle
sheets and boards to larger units before
securing.
21

9.7 Barrels
.1 Go through the dimensions of the most
used barrels.
.2 Show different stowage patterns for barrels
in CTUs.
9.8 Pipes
.1 Describe different types of pipes (logs etc).
.2 Show different methods to block and lash
pipes.
9.9 Cartons
.1 Describe how to overcome the problems in
securing carton cargo due to the limited
strength of the packages.
.2 Describe how cartons could be palletised
depending on the dimensions of the
cartons.
10 Packing and securing of non- III T1 – Ch. 9-12 A1 – Ch. 9-12

unitised cargo (break-bulk) B1 – Ch. 10 OH 9.1 – 9.2
B2 – Ch. 5
10.1 Different types of packaged

cargoes loaded together
.1 Show examples of how different types of
non-unitised cargo can be stowed
together.
10.2 Packing of heavy and light cargoes

together
.1 Describe that light cargo items should be
stowed on top of heavy items to avoid
damage on the light cargo.
.2 Explain that heavy and the light cargo
items normally have to be separately
secured.
10.3 Packing of rigid and non-rigid

cargoes together
.1 Show that rigid and non-rigid cargo items
preferably should be stowed in separate
blocks in CTUs.
.2 Explain that non rigid cargo items could be
stowed on top of rigid items.
10.4 Packing of long and short cargoes

together
.1 Explain that long cargo preferably should
be stowed outside the short cargo items on
the CTU, to prevent the short cargo items
from falling off the CTU.
22

10.5 Packing of high and low cargoes

together
.1 Explain that the cargo in a CTU preferably
is to be stowed to the same height.
.2 Explain that low cargo items could be
blocked by high items.
10.6 Packing of liquid and dry cargoes

together
.1 Explain that the dry cargo items preferably
should be stowed on top of the liquids.
.2 Explain that dry cargo items preferably
should be stowed on dunnage if stowed on
the bottom level.
11 Packing and securing of paper III T1 – Ch. 9-12 A1 – Ch. 9-12

products B1 – Ch. 11 OH 9.1 – 9.2
B2 – Ch. 5
11.1 General guidelines for the packing

and securing of paper products
.1 Describe different types of paper products.
.2 Describe different types of damages to
paper products and how these could be
avoided.
.3 Explain general principals for the stowage
and securing of paper products.
11.2 Vertically stowed rolls

.1 Show different stowage patterns for
standing rolls.
.2 Describe securing methods in different
types of CTUs.
11.3 Horizontally stowed rolls

.1 Show different stowage patterns for laying
rolls.
types of CTUs.
11.4 Sheet paper on pallets

.1 Mention that pallets exist in many different
sizes which often have to be stowed
together in one and the same CTU.
.2 Show different typical stowage patterns in
different CTUs.
types of CTUs.
23

12 Packing and securing of cargo III T1 – Ch. 9-12 A1 – Ch. 9-12

requiring special techniques B1 – Ch. 12 OH 9.1 – 9.2
B2 – Ch. 5
12.1 Steel coils

.1 Describe different types, sizes,
dimensions, etc. of steel coils.
different CTUs.
.3 Go through different ways to secure steel
coils in different types of CTUs.
.4 Repeat that special stowage methods may
be used due to the limited capacity of the
CTUs to take up concentrated loads.
12.2 Cable drums

.1 Describe different types, sizes,
dimensions, etc. of cable drums.
.2 Explain that cable drums can be loaded in
standing or laying position, with its axle in
longitudinal or transverse direction.
different CTUs.
.4 Go through different ways to secure cable
drums in different types of CTUs.
12.3 Wire rolls

.1 Describe the main problems with stowage
and securing of non rigid wire rolls.
.2 Describe different stowage patterns of wire
rolls in different CTUs.
.3 Show methods to secure wire rolls in
different CTUs.
12.4 Steel slabs

.1 Describe the importance of equal
distribution of heavy steel slabs on the
CTU.
.2 Show methods for securing steel slabs on
CTUs.
12.5 Steel plates

.1 Show different methods for stowage and
securing steel plates to CTUs depending
on the widths of the plates.
.2 Explain the importance to protect web
lashings with protections to avoid damage
to the lashings if there is a risk that the
web comes in contact with sharp edges.
12.6 Big pipes

.1 Explain the main problem with the
longitudinal securing of pipes.
.2 Show different ways of securing pipes in
different CTUs.
24

12.7 Stone blocks

.1 Describe the importance to secure stone
blocks with blocking in combination with
lashings due to the large weights.
12.8 Machines
.1 Show example of different types of
machines which may have to be secured
on CTUs.
.2 Show methods to secure machines if they
are equipped with lashing eyes.
.3 Show methods to secure machines if they
are not equipped with lashing eyes.
.4 Explain that machines may require
additional support during transport due to
limited strength in their support legs etc.
12.9 Cargo with high centre of gravity

.1 Discuss methods to estimate the vertical
centre of gravity of machines.
.2 Describe different methods avoiding
tipping of cargo with high centre of gravity.
13 Packing and securing of III R1 – Ch. 4 T1 – Ch. 13 A1 – Ch. 13

dangerous cargoes R1 – Ann. 2 B1 – Ch. 13
R4 B2 – Ch. A3
R6 – Ch. VII
13.1 Regulations for the securing of

dangerous cargoes
.1 Explain the structure of international and
national regulations for different modes of
transport.
.2 Explain the differences in transporting
dangerous cargoes according to the IMDG
Code and in land transport regulations.
.3 Explain that national regulations may
overrule the international regulations in
some countries.
13.2 Definitions
.1 Describe the definition of dangerous
goods.
.2 Describe the different classes of
dangerous cargoes and their inherent
dangers.
13.3 Packing regulations

.1 Describe the packing requirements.
.2 Explain that the packing class is
dependent on the grade of danger of the
product.
25

13.4 Packing, segregation and securing

.1 Explain the requirements for packing and
segregation according to the IMDG Code
and the inland transportation regulations.
.2 Discuss how dangerous goods should be
secured in comparison to other types of
cargoes.
.3 Explain when dangerous cargoes may not
move in CTUs.
13.5 Labelling and placarding

.1 Describe the requirements for labelling
dangerous cargo packages.
.2 Describe the requirements for placarding
of CTUs when dangerous cargoes are
transported.
13.6 Information transfer when trans- III

porting dangerous cargoes
.1 Go through the mandatory requirement to
provide a container packing certificate –
vehicle declaration – for CTUs packed with
dangerous cargoes.
13.7 Responsibilities
.1 Describe the shippers responsibilities.
.2 Describe the forwarders responsibilities.
14 Theoretical exercises T1 – Ch. 14 A1 – Ch. 14
15 Practical exercises T1 – Ch. 15 A1 – Ch. 15

OH – 15.1
16 Inspections T1 – Ch. 16 A1 – Ch. 16
17 Evaluation A1 – Ch. 17
26
INSTRUCTOR MANUAL
Part D Instructor Manual
The guidance notes provides instructions on the teaching activities and

the material that is to be used and presented during the course.
The notes have been arranged under the following main headings:
1 Consequences of badly packed and secured cargo

2 Responsibilities
4 Basic principles for cargo packing and securing
5 Cargo Transport Units (CTUs) – types
6 Cargo care consciousness and planning
7 Different methods for cargo packing and securing
8 Equipment for securing and protection of cargo
9 - 12 Packing and securing of different type of cargoes
16 Inspections
17 Evaluation
As a preparation for the course it is recommended to go through the

material mentioned in the Teaching Syllabus. In addition it is
recommended to go through local rules and regulations for cargo
stowage and securing.
The timetable in the course outline provides guidance on the time

allocation for the course material, but the instructor is free to modify this
if it is felt necessary. The detailed teaching syllabus must be studied
carefully and, where appropriate, lesson plans or lecture notes
compiled.
It will be necessary to prepare material for use with an overhead

projector. The Working Book (T1) contains illustrations and exercises
to be used by the trainees, and it is intended that each trainee gets
one set of the Working Book. The working book is to be filled in by
the trainees during the course.
If practical exercises are included in the training these have to be

thoroughly prepared before the training is commenced.
27
1 Consequences of badly packed and secured

cargo
The purpose of this subject is to get the trainees to understand:
• the use of CTUs in combined transports

• the different modes of transport (road, rail, sea)
• the different types of CTUs (road vehicles, containers, swap-bodies,
railcars etc)
• the possibilities of packing and securing cargoes in the different
types of CTUs
• quality systems used by industries and transport companies
• different requirements on stowage and securing
• what can happen if the cargo is not properly stowed and secured
• that the responsibility to avoid injuries to other persons and
damages to cargo and the environment lies with everyone working
with transports
1.0 General
The shifting of cargo on board a ship can be caused by one or more

factors:
- the ship has unsuitable stability,

- the cargo is stowed in locations where large accelerations may
occur,
- the cargo is not sufficiently secured to the ship,
- the cargo unit is not sufficiently secured to the ship,
- the cargo is not sufficiently secured inside its CTU,
- the cargo is inappropriately packed.
If a ship is met by heavy weather and is operated in a inappropriate

way it can cause series of heavy rolls. The rollings cause large
accelerations on the cargo. If the cargo is not sufficiently secured inside
a CTU, it may not only cause damage to the cargo itself, but also
hazard the safety of the ship if the cargo leaves the unit. Loose cargo
may damage the lashing equipment of adjoining cargo units or
essential parts of the ship. In the first place this problem has been
highlighted by accidents in connection with the transportation of road
trailers on board ships.
If the cargo shifts it can give heeling angles of up to 40°. Attempts to

save the ship, its passengers, crew and cargo in this situation have not
always been successful.
As can be seen in OH 1.1, RO/RO casualty type distribution presented

at the 5 th International Conference on Marine Transport using Roll-
on/Roll off Methods, the shifting of cargo in Ro/Ro ships is the cause of
28
INSTRUCTOR MANUAL
many casualties. Cargo shifting, together with operational reasons,

represent the larger part of all serious casualties.
Even if damages on ships and vehicles are spectacular it is probably

the small, frequent damages on the cargo which result in the largest
economical consequences when it comes to loss of goodwill and
delays. Injuries to people and the environment are often difficult to
compensate and measure economically.
Use OH 1.2 to explain that most cargo is transported in some kind of

CTU from producer to consumer and that different modes of
transport may be used.
Explain that many industries are working in accordance with some

kind of quality system in which the quality of the product is described.
This means that when the product is manufactured and placed in the
delivery store prepared for shipment to the consumer, it has the
specified quality. The aim is to keep the quality of the product
throughout the transport so that the product arrives to the consumer
in time with maintained quality.
The different modes of transportation; road, rail and sea, set different
requirements on the securing of the cargo to prevent cargo
damages. It is also important that the cargo doesn’t fall off vehicles
during road transports or fall from railcars during rail transport and
put other people in danger. The cargo should also not shift during
sea transport and put passengers and crew on board vessels in
danger. To avoid accidents caused by cargo shifting many
authorities have set up rules and regulations on how cargo shall be
secured during different modes of transport. It can here be
mentioned that specially at sea, a lot of accidents have happened,
and that is the reason why IMO during the last years has been
engaged in the development of rules and regulations for cargo
stowage and securing.
Many transports start with a road transport, (except for those

industries having the possibility to load their products directly on
railcars or ships). If there are long land distances between the
producer and consumer, there is a large probability that the CTU
may be transported by rail. In many cases the CTUs may also be
sent by ship at sea, for longer or shorter distances, in ferry or over
sea traffic.
Show some different types of CTUs and explain their strong and
weak points from a cargo securing point of view as well as their
possibility to change between different transport modes. OH 1.3 - OH
1.7 may be used for these purposes.
OH 1.3 shows a semi-trailer and its flexibility. As shown in the OH a

trailer, correctly equipped, can be used not only in road but also in rail
as well as in sea transportation.
29
OH 1.4 shows a swap-body, which easily changes between road and

rail. In some cases these CTUs may also be used in sea
transportation.
OH 1.5 shows different superstructures on road vehicles and swap-

bodies. The different superstructures give different possibilities to
secure the cargo. The vehicles are named from top to bottom:
• Flatbed type
• Cover/stake body type with drop sides
• Curtainsiders
• Box type
• Box type with doors on one or both long sides
OH 1.6 shows the best CTU (from a securing point of view), an ISO
container. The ISO container is standardised and designed for the
roughest forces that can arise at sea. 20- and 40-ft containers are the
most frequent ones. The problem with the containers is that there are
no requirements on the number and strength of the securing points
inside the units and normally it is only the manufacturer who knows
the strength of the points.
OH 1.7 shows flats with and without end walls. These units are
normally equipped with strong securing fittings on its long sides, but
also for these units this is not a must.
1.1 Injuries to persons and damage to the environment

OH 1.8 – 1.11, show examples of accidents which have occurred due
to inadequate cargo securing, at sea.
As a teacher it may be a good idea to try to find pictures from

accidents that have occurred due to bad cargo securing in your
country and in neighbouring countries, both on road, rail and at sea
and which you know of.
OH 1.8 shows cargo shifting on board a North Sea Ro-Ro vessel. At

the half length of the weather deck, it can be seen how all the trailers
in two sections have shifted. Such a cargo shifting is often initiated
from badly secured goods coming out from one of the trailers, as
shown in OH 1.9 . When this goods is sliding back and forth on the
deck it cuts of the lashings to the adjacent trailers and all trailers in
one or two sections shift.
OH 1.10 shows another North Sea Ro-Ro vessel in bad weather. The
picture is taken from the bridge. The first picture shows how the semi-
trailers are hanging in their lashings with suspensions and tyres
compressed on one side. The second picture shows the same vessel,
the same deck, during the same voyage, just a few minutes later. Then
almost all the cargo has shifted and fallen overboard.
30
INSTRUCTOR MANUAL
OH 1.11 shows what sometimes happens when people is opening a

container (or rear end or side of a semi-trailer or vehicle), the goods
falls out when the unit is opened. This is another common cause of
personal injuries, and sometimes even the cause of death of the
person that opens up the CTU. This is also something that persons
involved in the cargo securing have to be aware of, and try to do all in
their power to prevent from happening.
1.2 Damage to ships and CTUs

OH 1.12–1.15 shows an accident caused by cargo shift which occurred
in 1986. It is the Finish Ro-Ro vessel M/S Karelia, which had a cargo
shift on board during a trip from Gothenburg / Helsingborg in Sweden
to Åbo in Finland.
OH 1.12 shows how the vessel is stranded on a small island the day
after the cargo shift. M/S Karelia left Helsingborg Saturday morning
march 22:nd 1986 after she had completed her loading and
discharging of cargo. A southerly gale was blowing. The day after it
was still a southerly gale, and about 16:30 PM she was hit by some
large waves on the starboard quarter and got a cargo shift to port. This
happened in the central Baltic Sea close to the large island of Gotland.
The 14 pcs of 40 ft containers loaded on the ship’s weather deck
shifted first, and after that the cargo on the remaining decks shifted.
The ship finally got a list of 25-30°, and it was impossible to steer the
ship in the rough weather.
The ship turned with the side towards wind and sea, and she was
rolling heavily. The captain feared that the ship might capsize and
decided to abandon the ship. All the crew, 16 persons, came safely
into the starboard life raft. When they came to the stern of the vessel
they saw that the starboard propeller still was revolving and cut
through the water surface. This happened despite that the captain
had pressed the stop button to the main engine before he left the
wheelhouse. It was later shown that he had pressed the wrong
button. There was a panic among the crew, and about half of the 16
people jumped into the water. All were however lucky, the vessel
rolled over at the moment the raft and the people in the water passed
the revolving propeller and it went down under the surface. All came
thus clear aft of the ship.
10-15 minutes later a Swedish helicopter arrived and started to

rescue the people. They were however poorly dressed, half of them
had been in the water, it was blowing gale and the temperature was
close to freezing point. So by the time all had been rescued, six
people had frozen to death.
The next day when the coast guard was flying over the area to
search for the ship, they found her stranded on the lea side of the
small island Gotska Sandön. So in this case if the crew had stayed
on board all of them had been saved. However, similar accidents
31
have shown that if water enters the hull the ship may capsize very
quickly and it is a very difficult decision to make whether to stay on
board or abandon the ship.
On OH 1.13, it can be seen how the 14 containers on weather deck all

have shifted to port side. All these containers had been stuffed in USA
and shipped with a larger container vessel to Gothenburg where they
had been transferred to Karelia for the final trip to Finland.
After the accident surveyors went on board to investigate what had

happened and why the cargo shifted. They inspected the containers on
weather deck and found that they had been stowed and secured in an
acceptable way on board, and they should not have moved. The heavy
chain securing equipment showed, however, strange damages, which
can be seen in OH 1.14.
The surveyors thus became interested in the cargo stowage and

securing inside the containers. All 14 containers were sealed, but the
coast guard was onboard and they broke the seals.
OH 1.15 shows how it looked inside the containers. All 14 containers

were each loaded with about 20 ton of wood pulp. As shown on the OH
the pulp was not secured at all inside the containers, and this was
probably the reason for the start of the cargo shifting and the accident.
It can here be discussed who should be responsible for the loss of six
seamen’s lives, the master of the vessel or the packers of the
containers in USA.
OH 1.16 Shows an accident that has occurred on the road. In this case
the trailer has been loaded with pipe details in heavy boxes and crates
filled on the trailer from side to side and more or less to the full height
of the trailer. There is no visible securing of the goods, and it seems as
if one has been relying on the body stakes for the cargo securing. In a
narrow bend or turnabout the cargo has tipped over towards the side,
which is not designed for such forces, and the cargo has fallen off the
vehicle as shown in the picture. In this case there was luckily no other
car coming in the opposite direction or a pedestrian on the pavement.
So there was only cargo damages, and no person was injured.
1.3 Damage to cargo

OH 1.17 shows an accident that occurred in the early 1980:s on board
a North Sea Ro-Ro vessel loaded with trailers. The ship was met by a
hurricane during a trip from Gothenburg, Sweden to Antwerp, Belgium.
All the cargo on board was more or less destroyed. The value of the
lost cargo was about 5 million USD.
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INSTRUCTOR MANUAL
1.4 Economical consequences
Describe the economical consequences that cargo damages due to

badly secured cargo can cause.
For example ask the group who they think would have to pay for the
costs caused by the accident shown on OH 1.17.
First the insurance will pay those who had the cargo insured (for
example the industry), then the insurance companies will have to
increase the prices for the insurance of the cargo. This means that
the producers will have to increase the prices on their products (to
cover the increased insurance costs). And finally the consumers
buying the products will be the ones who pay for the damages.
Also mention the tremendous time it can take for the insurance
companies to settle who is responsible for the accident, and who has to
pay what.
The accident in OH 1.17 took the insurance companies about 15 years

to settle.
33
2 Responsibilities
The purpose of this subject is to make the trainees to understand:
• that several different parties are involved in a transport of goods in

CTUs
• the different types of responsibility
• who is securing the cargo and who is responsible for the securing
• who is responsible if an accident occurs
• the words “goodwill”, “badwill” and what they mean.
• the influence of quality systems
• the use of cargo stowage and securing declarations.
2.1 Different parties involved in transport of CTUs
Many different parties are often involved in the transport of a CTU as

shown in OH 2.1 and OH 2.2. These OHs can be used to explain the
different parties and in which way they are involved in the transport.
The following parties may be involved:
• a consignor
• a haulier
• a stevedoring company
• a ferry operator and/or a ship-owner
• a railway company
• a forwarder
• a consignee
Most of the parties involved never see the goods, they only handle the
CTU.
2.2 Different types of responsibility
Who bears the responsibility for damages to cargo during transport is

usually unclear and ambiguous. When a damage has occurred, as a
result of cargo being incorrectly stowed and secured, it is often a
complicated matter determining where the responsibility lies.
Define and explain the different types of responsibility;
• Responsibility for cargo damages

• Responsibility for injuries to other persons and damages to the
environment
• Moral responsibility (goodwill and badwill)
Use OH 2.1 and 2.2 or work out an example of a transport in your

country and in neighbouring countries, start off from where the goods
is loaded at the seller and the entire transport until the goods
reaches the buyer. If practicable it should be a combined transport
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INSTRUCTOR MANUAL
including road-, sea- and railway transportation. Explain who is doing

what during the transport, and the responsibilities for the cargo
securing and the effect of insufficient cargo securing on the different
parts of the transport.
The responsibilities in the combined transport shown in OH 2.1 is

explained in the following. It shows a transport of cargo from an
industry in Halmstad in southern Sweden to a consignee in Crema in
Italy. The cargo will be transported in a trailer, and it is a full trailer
used solely for the actual cargo. This means that a lorry driver arrives
with an empty trailer to the industry in Halmstad.
When the loading is completed the driver takes the trailer to the ferry
terminal in Trelleborg, where he leaves it on an advised parking area.
After the ferry has arrived, a stevedore picks up the trailer with a tug
master and drives it on board the ferry. The ferry takes the trailer
over the Baltic Sea to Travemünde in Germany. From here the trailer
will most likely be transported on rail in picky back by a block train to
Milan in Italy. In Milan the trailer will be picked up by an Italian lorry
driver, who will take it to the consignee in Crema.
During the loading of the cargo in Halmstad normally two persons

are present, the lorry driver from the hauling company and a forklift
truck driver from the industry. The question is; which one of these
two persons is responsible for the securing of the cargo in the trailer
before departure?
Another question is: Will there be anybody from the ferry operator
checking and securing the cargo inside the trailer for the sea
transport before it is loaded on board? The answer to this is NO. Will
anybody from the rail operator check and secure the cargo for the rail
transport? The answer to this question is also NO. All securing of the
cargo, for the entire transport from Halmstad to Crema, must thus be
done in Halmstad by either the lorry driver or the forklift driver.
In many countries the driver is fully responsible for all consequences

of insufficient cargo securing during the road transport. When the
cargo is transported in a trailer, as in this example, all parties are in
most cases thus relying on the lorry driver when it comes to cargo
securing, as he is the first part moving the unit. It is, however, in
many cases difficult for the driver to do a proper job, as he doesn’t
have the correct equipment for the securing. The driver is also very
seldom informed about the different transport modes involved after
his part of the trip.
The master of the ferry is responsible for the seaworthiness of his

ship including cargo securing. According to some countries’ maritime
laws, the master is, however, not responsible for the securing of the
cargo inside covered CTUs. The responsibility lies with the contract
part to the ship-owner, which in this case is the forwarder. The same
applies for rail transports in many countries.
35
The forwarder does, however, very seldom secure the cargo, and it
is thus of outmost importance that it is clearly stated in the contracts
between the forwarder, the consignor and the haulier who shall carry
out the securing job and who is responsible. It is recommended that
the responsible part issues a cargo stowage and securing
declaration stating that the cargo is properly secured, see 2.5 below.
OH 2.2 shows another transport of cargo in a container from Lund in

southern Sweden to Hamilton in USA.
The goods will be untouched in the container all the way from the
seller in Sweden to the buyer in USA.
In Sweden the container would be transported on road by a lorry

driver, from Lund to the harbour in Malmö. From the harbour the
container would be transported by a small container vessel (feeder
vessel) to Hamburg in Germany. In Hamburg the container will be
discharged from the feeder vessel, and loaded onboard a big ocean-
going container vessel, which will transport the container to New
York in USA. From New York the container may be transported in
two different ways to Hamilton. One way is by rail to a combi terminal
close to the buyer and finally by truck to the buyer. The other way is
by truck all the way from New York to the buyer in Hamilton.
In which way the container will be transported is of great importance

to be know when planing the loading and securing in Lund. Because
if the container will be transported by rail, it could be exposed to
much larger forces than under an ordinary road transport.
When it comes to container transports it is very often so that the

industries’ personnel takes much larger part in the stowing and
securing activities than in a trailer transport. The reason is probably
the transport contracts, which are different for a container than for a
trailer transport. The forwarder is replaced by a shipping agent, who
doesn’t play the same role as the forwarder, and the consignor has a
larger responsibility towards the ship owner for a container than for a
trailer transport.
In many countries the lorry driver does, however, have the same
responsibility for the cargo securing inside a container as inside a
trailer during road transport.
When planning this lesson you as a teacher must investigate the

regulations and responsibilities in your country.
2.3 Goodwill/badwill responsibility
It is also important to explain the words “goodwill” and “badwill”, and

what they mean.
Explain what a company’s reputation is worth. And that it isn’t easy to

estimate the costs caused by bad reputation.
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INSTRUCTOR MANUAL
If a seller of products has considerable damages on the delivered

goods, the buyer may try to find another subcontractor with better
reputation, capable to deliver the correct amount of cargo in time.
If a seller of products isn’t able to fulfil the above mentioned he can

get “badwill”, in other words a bad reputation. Which may result in
economical consequences.
2.4 Quality assurance

A quality system may be worked out according to the international
standard ISO-9000.
OH 2.3 contains § 4.15.5 of the ISO 9002. From this paragraph it can
be read that the quality system shall contain instructions on how to
work and how to deliver goods so that the quality is maintained also
during transport.
2.5 Cargo stowage and securing declarations
Cargo stowage and securing declarations are already in use. Some of

the existing declarations will be explained in the following. As a teacher
it is of great importance to find out if similar declarations exist and are
in use in your country and in neighbouring countries.
OH 2.4 shows a CPC (Container Packing Certificate/Vehicle

Declaration). This document is compulsory for a sea transport of
dangerous goods in a CTU. From the text it is made clear that it is the
person responsible for the stowing and securing that signs the
document. By the document the packer is certifying that among other
things all packages have been properly packed into the unit and
secured.
OH 2.5 shows a DGD (Dangerous Goods Declaration). This document

is also used for sea transportation of dangerous goods. If the CPC
document is not used, part 5 of the DGD document can alternatively be
used for the packing certification. Paragraph 12.3.7 and 17.7.7 of the
IMDG Code, referred to in part 5 of the document, contains texts
similar to what is included on the CPC document.
OH 2.6 shows another type of cargo securing declaration. This

declaration is used by the ferry operator TT-Line on their lines from
Sweden to Germany. The declaration has to be completed and signed
by the driver, when he comes to the terminal leaving a trailer for
transportation from Sweden to Germany with the ferry. By the
declaration the driver states that the cargo in the trailer is secured
according to the Swedish regulations.
37
OH 2.7 shows a Boarding Card, which the driver has to sign when he
follows his vehicle on board a ferry between Sweden and Germany
on one of the TT-Line ships. At the bottom of the card, which has to
be signed by the driver, it is stated in three languages that it is
confirmed that the cargo has been stowed and lashed properly.
OH 2.8 shows a Lashing Protocol which may be used as a cargo

securing declaration. In this lashing protocol it can be indicated for
which transport modes the goods has been secured. The gross weight
of the goods can also be stated, as well as the centre of gravity, and
how many lashings that have been used for the securing. The protocol
is signed by the person responsible for the stowing and securing of the
cargo in the CTU. It has been discussed to include a recommendation
to use this type of lashing protocol for CTUs in combined transports in
a new European standard on cargo securing, see page 17 in the
Working book (T1).
OH 2.9 shows a securing declaration, which is recommended in

reference R2 § 2.9.2. to be used where practicable and feasible for
road vehicles. This document is not compulsory unless it is put into
force by national maritime administrations.
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INSTRUCTOR MANUAL

The purpose of this subject is to explain the magnitude of forces
acting on the cargo during different modes of transport, such as:
- road
- rail
- sea
3.0 General about forces

Two types of forces are acting on the cargo during transport. One is
the gravity force which all the time is acting downwards. The other
type is mass forces acting on the cargo when the speed of the cargo
is changed in any direction. Such a force is acting in the opposite
direction to the speed change.
Strict physically a force acting on a piece of cargo is obtained by

multiplying the mass (weight) of the cargo with the acceleration. The
force should be expressed in Newton or kilo Newton. However, for
the understanding, the forces are in the following expressed as
shares of the cargo weight, and the forces are expressed in kilogram
or ton.
During the explanation of the forces the trainees could follow in the
Working Book (T1) and fill in the figures of the forces in the different
directions.
3.1 Road transports

Explain the forces that can arise on the cargo loaded on a CTU when
it is transported on road. OH 3.1 shows the different forces which can
come in question.
The magnitude of the forces is as follows:
• Forward: 1.0 × (the cargo weight), which can arise during heavy
breaking.
• Sideways: 0.5 × (the cargo weight), which can arise at heavy
turning.
• Backward: 0.5 × (the cargo weight), which can occur at speed
increase.
In some countries there may be alternative requirements on the

forces mentioned above.
As a teacher, you have to find out what is applicable in your country

and in neighbouring countries.
39
3.2 Rail transports
The forces which are to be expected on the cargo during rail

transportation are shown in OH 3.2 .
During rail transportation the largest forces may occur in longitudinal

direction when the wagons are shunted by fly and gravity shunting
over a hill. The forces acting on the cargo forward and backward can
be up to 4 × (the cargo weight) during this operation. The duration of
the force is, however, very short. Some tens of a second only, which
means that the energy in the shock is limited.
The sideways acting force can during rail transportation be 0.5 × (the
cargo weight), which shall be combined with the static gravity force
1.0 × (the cargo weight) acting downwards and a dynamic variation
of ± 0.3 × (the cargo weight).
For CTUs transported on wagons which are not subject to fly and
gravity shunting the forces forward and backward will be reduced to 1
× (the cargo weight).
There may be alternative regulations for rail transportation in some

countries, and you, as a teacher, must find out the regulations in your
country and in neighbouring countries.
3.3 Sea transports
At sea the forces acting on the cargo mostly occur in bad weather.
The forces are depending on the following parameters:
• The ship’s size

• The stability of the ship
• The location of the cargo on board
• The geographical area
• The heading of the ship in relation to the waves
Most of these parameters, besides the geographical area, are not

known to people stowing cargo in CTUs intended for sea
transportation. Most cargo intended for sea transportation has to be
secured for unrestricted waters (area C). For some areas reduced
forces may be used. Such areas are:
• The Baltic Sea (area A)

• The North Sea (area B)
• The Mediterranean (area B)
These areas are shown in OH 3.3 .
The largest forces are acting sideways during sea transportation and
they may be according to the following in the different sea areas:
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INSTRUCTOR MANUAL
• Area A: 0.5 × (the cargo weight)

• Area B: 0.7 × (the cargo weight)
• Area C: 0.8 × (the cargo weight)
These forces are to be combined with the gravity force 1 × (the cargo
weight) acting downwards.
In longitudinal direction forward and backwards the horizontal forces

are combined with forces less than the gravity force acting
downwards, see table in OH 3.4.
As a teacher you must investigate if the maritime administration in

your county or in neighbouring countries have set up other
requirements on cargo securing for sea transportation.
3.4 Summary
The table in OH 3.4 can be used for summing up the different forces.
Examples of different combinations of transports could be used,

where the trainees have to find out the largest forces acting in the
different directions during the intended transport.
41
4 Basic principles for cargo packing and

securing
The purpose of this subject is to explain the following:
- the risk of sliding

- the risk of tipping
- influence of friction
- influence of cargo dimension such as length, breadth and height
- influence of cargo weight
- influence of centre of gravity
- influence of securing method such as blocking and lashing
- influence of type of lashing equipment
- basic principles for cargo securing
4.0 General
It is recommended to explain the above parameters by making some

simple calculations on the black/whiteboard. It is, however, not the
intention that the trainees shall be capable of making such
calculations.
Calculations like the ones described below are the base for the
contents in the Quick Lashing Guides, which the trainees must be
able to use in deciding number of required lashings.
OH 4.1 or a similar figure drawn on the blackboard can be used as

an introduction and a base for discussions around the following
questions:
What can happen to an unsecured box standing on a vehicle when

the vehicle is driven in traffic when breaking, turning, accelerating
etc? The answer is that it can slide or tip forward, backward or
sideways. It can, however also stand still without sliding or tipping.
Which parameters will have an influence on the risk of sliding? The

friction will have an influence on the risk of sliding when the box is
exposed to the forces stated in the regulations.
What is friction? The friction is the roughness between two surfaces,

the box and the platform.
Which parameters will have an influence on the risk of tipping? The

dimensions of the box and the location of the centre of gravity will
have an influence on the risk of tipping.
If it is assumed that there is a risk of sliding or tipping, which

parameters will then influence on the required amount of securings?
The following parameter will influence; the weight, the securing
method (blocking, lashing or a combination), the type and strength of
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INSTRUCTOR MANUAL
the securing equipment as well as mode of transport and type of

cargo.
Before continuing it could be wise to just quickly go through one of

the Quick Lashing Guides and show that the above parameters will
have an influence on the amount of securing equipment. Explain the
different types of lashing methods:
• top-over lashing
• loop lashing
• straight lashing
• spring lashing
4.1 Prevention from sliding
Explain in what way the friction prevents the cargo from sliding when
it is exposed to forces with magnitudes as mentioned in chapter 3. It
is recommended to start with the forces sideways and discuss
around a figure like the one below.
Side force
Friction force
Gravity force
If the friction is low between the cargo and the platform on which the
cargo stands, then there is a big risk that the cargo will slide. But if
the friction is high, the risk is smaller.
If it is possible to arrange, it is recommended to make a

demonstration of the effect the different frictions has as well as the
weight of the cargo. The friction is measured either by an inclining or
pulling experiment.
By an inclining experiment, the friction is measured by slowly

increasing the inclination of the platform on which the cargo is
standing unsecured. The friction is obtained from the angle at which
the cargo starts to slide by the following formula:
Friction coefficient = tan (sliding angle)
This formula is the base for the diagram in the Working Book (T1),
which also can be used for determining the coefficient of friction.
By a pulling experiment, the friction is measured by pulling the

unsecured cargo in parallel to the platform by a dynamometer. The
dynamometer is to be applied at a height corresponding to the
43
vertical centre of gravity of the cargo. The friction coefficient is

obtained from the following:
Friction coefficient = (Pulling force at sliding in kg) /

(Weight of cargo in kg)
Please note that great care always shall be taken when practical
tests are carried out so that nobody is hurt.
It could also be shown that the same friction will be obtained for the
same type of cargo on the same surface also when the cargo has
different weights.
Different values for common contacts between cargo and platforms

can be found in the Quick Lashing Guides as well as in reference R3.
Explain to the trainees that when cargo has started to slide, the
friction will decrease and therefore it is of great importance to prevent
the cargo from coming into motion.
Also explain that the friction usually is lower if the surfaces are dirty,
greased, icy, snowy or wet.
As a continuation discussions may then follow in the classroom about

different ways of avoiding sliding. There are three ways to prevent
the cargo from sliding:
- By blocking
- By lashing
- By increasing the friction between the cargo and the platform
The best method to prevent cargo from sliding is by blocking.

With a correct blocking system well fastened to the platform, the
cargo can not slide.
A commonly used method to secure cargo is to use a top-over

lashing, see figure in the Quick Lashing Guides. This lashing is not
very effective when it comes to sliding prevention, especially not
when the friction is low, which is shown in an example below.
The maximum friction force preventing the cargo from sliding can be
calculated if the following 2 parameters are known:
- The friction (µ) between the cargo and the platform

- The contact pressure between the cargo and the platform bed
(N)
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INSTRUCTOR MANUAL
The friction force (F) is obtained by the following formula:
F=µ×N
Side force
F=µ×N
N = contact pressure
The following example can be used to show how many top-over

lashings that are required to prevent sliding.
It is assumed that the cargo consists of a box with a weight of 2 ton.

The box will be transported on a vehicle for road transport. It is
stowed against the headboard, but is not blocked on the sides. It is
assumed that the friction between the box and the platform is 0.2.
The question is; how many top-over lashings of webbing are required
to avoid sliding?
The web lashings are assumed to have a break load of 4 ton, which
is normal for road transports, and with a pretension of 10% of the
break load or 0.4 ton.
Without any lashings the situation is as follows:
Cargo weight = 2 ton

µ = 0,2
0,5 × 2 = 1 ton
F = 0,2 × 2 = 0,4 ton 2 ton
From the figure it can be seen that the box will slide sideways as the
side force is larger than the friction force. As soon as the side force
exceeds 0.4 ton the box will start to slide.
With the use of a 4 ton webbing as a top-over lashing, the situation is

as follows if it is assumed that the lashings are more or less vertical.
45
Cargo weight = 2 ton
µ = 0,2
PT = 0,4 ton PT = 0,4 ton
0,5 × 2 = 1 ton
F = 0,2 × 2,8 = 0,56 ton 2 + 2 × 0,4 = 2,8 ton
The vertical pressure increases by twice the pretension force, and

the total contact pressure will thus be 2.8 ton with one top-over
lashing. The friction force will thus increase to 0.56 ton. This is still
less than the side force, and as soon as this exceeds 0.56 ton the
box will start to slide, which means that additional lashings are
required. Similar calculations show that 4 top-over lashings are
required to prevent sliding. Show this for the trainees! This means
that one top-over lashing with a pretension of 0.4 ton prevents 0.5
ton of cargo weight to slide sideways during a road transport when
the friction is 0.2. This value can be found in Quick Lashing Guide A.
It is recommended to go through some similar examples with

different frictions, side forces and cargo weights and simultaneously
check the values in the Quick Lashing Guides.
Sliding can also be prevented by the use of tag washers. These are
available in different sizes. The larger the washers are the larger
cargo weights they can prevent from sliding, see tables in the Quick
Lashing Guides.
4.2 Prevention from tipping
Discuss the parameters influencing the risk of tipping, and explain

that the relationship between the height of the centre of gravity above
the platform and the breadth of the unit will influence the sideways
tipping. The relationship between the height of the gravity above the
platform and the length of the unit will give the tipping risk forward
and backward.
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INSTRUCTOR MANUAL
Explain the definitions, rows, sections and layers as in the figure

below.
Section
Cargo item
Layer
Row
There are three ways to prevent the cargo from tipping:
- By blocking the cargo to its centre of gravity

- By increasing the breadth and/or length of the cargo units in
relation to its height for example by lashing two cargo pieces into
one
- By lashings
It is recommended to go through an example on how to calculate if a

piece of cargo will tip or not.
One way to find out if the cargo will tip or not is to draw a sketch of
the cargo unit in scale. In this sketch the horizontal and vertical
forces are inserted also in scale.
If the resultant of the two forces is pointing on the base of the cargo
(to the left of point O in the figure below), it will not tip. If it points
outside the base (to the right of point O in the figure below) the
cargo will, however, tip.
Ft
47
The piece of cargo in the above figure will tip as the resultant is
pointing outside the base of the cargo.
- Another way of finding out if a piece of cargo is sensitive to tip

sideways is to compare the relationship between H/B with the
relationship between Fv /Ft, see figure below. The total height (H)
and the total breadth (B) can be used if the centre of gravity is
located in the centre. For the tipping forward and backward the
H/L is in the same way compared to the relationship between the
vertical force and the longitudinal force Fv /Fl.
Ft
Height (H)
Fv
Breadth (B)
If H/B > Fv /Ft then the cargo is sensitive to sideways tipping.
This can be illustrated by some examples according to the following:
Example 4.2.1:
A piece of cargo is going to be transported on road. The height is 2

meter, and the breadth is 1 meter.
Is there a risk for this cargo to tip sideways?
H=2m
B=1m
Fv = 1.0 × (the cargo weight)
Ft = 0.5 × (the cargo weight)
Answer 4.2.1:
H/B = 2/1 = 2
Fv / Ft = 1/0.5 = 2
This shows that H/B is equal to Fv / Ft, I. e this cargo is just about to
tip.
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INSTRUCTOR MANUAL
This can also be found in the tables in Quick Lashing Guide A.
Example 4.2.2:
Another piece of cargo is going to be transported at sea in the North

Sea (area B). The height is 2.4 meter, and the breadth is 1.1 meter.
Is there a risk for this cargo to tip sideways?
H = 2.4 m
B = 1.1 m
Ft = 0.7 × (the cargo weight) (North Sea)
Answer 4.2.2:
H/B = 2.4/1.1 = 2.18

Fv / Ft = 1/0.7 = 1.43
As H/B is larger than Fv / Ft, the cargo will tip if exposed to these
forces.
If the centre of gravity is not located in the centre of the cargo, then
the same calculations as described above are used, but the height,
the breadth or the length of the cargo is taken from the centre of
gravity to the nearest point of tipping.
Example 4.2.3:
Ft
Fv
Height (H)
Breadth (B)
As an example, a box with the centre of gravity located as shown in
the figure above is used.
The height of the box is 2 meters, the breadth = 1 meter, Fv = 1.0 ×

(the cargo weight), F t = 0.5 × (the cargo weight).
The centre of gravity of the box is located 1 meter above the

platform, and 0.3 meter from the nearest point of tipping.
49
Is the box sensitive to tipping sideways?
Answer 4.2.3:
H = 1 meter
B = 0.3 meter
Ft = 0.5 × (the cargo weight)
H/B = 1/0.3 = 3.33

Fv / Ft = 1/0.5 = 2.0
As H/B is larger than Fv / Ft, this box will tip when exposed to these
forces.
To calculate the number of required lashings to avoid tipping, the

Quick Lashing Guides can be used. The following parameters are
needed for the calculations, see the Quick Lashing Guides:
• The total section height (H)

• The total section breadth (B), for sideways tipping
• Section length (L), for tipping forward and backward
• The number of rows
• The section weight
• Sea area (A, B or C)
• Lashing method (top-over, loop, strait or spring)
• Type and strength of lashing equipment (web, chain, wire, steel
band)
The tables in the Quick Lashing Guides show the cargo weight in ton
prevented from tipping per lashing (pair of lashings for loop lashings).
The following example shows how to use the tables to calculate the
number of lashings to avoid sideways tipping.
Assume the following parameters:
• The total section height (H) = 1.9 m

• The total section breadth (B) = 2.4 m
• The number of rows = 3
• The cargo weight = 2.2 ton
• Sea area = C
• Lashing method = top-over
• Type of lashing equipment = 4 ton webbing
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INSTRUCTOR MANUAL
H/B has to be calculated, which is 1.9/2.4 = 0.8
The table in Quick Lashing Guide C shows that for these parameters
each lashing secures 1.3 ton of cargo from tipping. As the section
weight is 2.2 ton, 2 lashings per section will be required to avoid
tipping.
In some cases it might be so that there is no risk of sliding due to the

friction and no risk of tipping due to the dimensions of the cargo.
Even if this is the case, a piece of cargo should not be left totally
without securing. It is recommended to always use at least one top-
over lashing per every 4 ton of cargo to avoid wandering for non
blocked cargo.
51
5 Cargo Transport Units - types

The purpose of this subject is to describe:
- Different types of CTUs

- Dimensions, tare weights, pay loads, etc. for the different types
- The strength of the CTUs
5.1 Containers
OH 5.1 shows normal 40- and 20-ft dry containers, which are the
most common containers. OH 5.2 – 5.3 shows some different types
of containers for special purposes. Go through the different types and
especially those used by the trainees.
The maximum loads on the walls for which an ISO-container is

designed, is illustrated in OH 5.4. The shown loads can be taken up
by the container sides when they are evenly distributed over the
sides. The sides may not be subject to spot loads. “P” in OH 5.4
means the maximum payload.
Go through the different sizes of ISO-containers and their cargo

carrying capacities.
The weight of the cargo in a container shall be evenly distributed

over the floor. When cargo items of varying weights are to be packed
into a container, or where a container will not be full (either because
of insufficient cargo or because the maximum weight allowed will be
reached before the container is full), the stow should be so arranged
that the approximate centre of gravity of the cargo is close to the half-
length of the container.
Under no circumstances should more than 60% of the load be

concentrated in less than half the container length measured from
one end as shown in OH 5.5.
The maximum deviation of the centre of gravity in meters in various

containers is shown in the table below:
Container length: Max. centre of gravity

deviation (m):
40 ft 0.60
30 ft 0.45
20 ft 0.30
10 ft 0.15
Show the trainees how to calculate the centre of gravity for a

container loaded as in OH 5.6.
The centre of gravity is calculated in the following way:
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INSTRUCTOR MANUAL
1. Multiply the distance from the inner wall to the centre of gravity by
the weight for each single piece of cargo and summarise according
to the following:
(10.5 m × 5 ton) + (5.5 m × 6 ton) + (2.0 m × 4 ton) = 93.5 tonm
2. Calculate the centre of gravity for the total cargo by dividing the
above sum with the sum of the weights according to the following:
93.5 tonm = 6.23 m

5 ton + 6 ton + 4 ton
So in this case the centre of gravity is located 6.23 m from the inner
wall of the container. For a 40 ft container, the half length is situated
6 meters from the wall. The distance from the centre of gravity to the
half length of the container is thus 6.23 m - 0.6 m = 0.23m.
The maximum allowed deviation from the half length is 0.6 m (see
table above). This calculation shows that if the container is loaded as
described, the centre of gravity would be within acceptable limits.
If you find it valuable it could be recommended to work out some

similar examples and let the trainees work in groups and calculate the
centres of gravity and find out whether the cargo distribution is
acceptable or not.
Explain that the container floor is designed for cargo handling by

forklift trucks with a maximum axle load of 5.5 ton.
It is also important for the trainees to understand that the floor is

designed for an even distribution of the cargo when the unit is fully
loaded. This means that the floor isn’t designed for concentrated
heavy loads on a small area of the floor.
The ISO-container standard doesn’t say anything about lashing eyes

inside the container. In some containers there isn’t any lashing eyes
at all, and even if there are lashing eyes you wouldn’t be able to say
which strength they have. So when heavy cargo items such as
machines etc. are to be lashed in a container, the strength of the
lashing eyes has to be investigated. Normally the container agent
can find out.
5.2 Flats
Explain the difference between containers and flats. Mention also

that flat exists with or without gables. The dimensions and gross
weights of flats are the same as for ISO-containers. The most
common sizes of flats are 20- and 40-ft, as for containers. The floors
on flats are higher than for containers, as the entire longitudinal
strength of a flat must be located in the floor. The floor height of a 40-
ft flat is around 600 mm. This means that there is less height for the
53
cargo on a flat than in a container. On the other hand the cargo can
be stowed over the gables of a flat. This will, however, result in an
over height unit, which is not impossible, but which will cause
problems during handling and which takes more space in the ships.
Sometimes also the free inside length of a flat is less than for a
container, because of the design of the gables.
Explain that some flats are equipped with foldable gables. Erection
and folding in the gables must be done with great care as the gales
are heavy and the risk for injuries is large. The same applies to the
stowage of such units. Go through the safe working procedure for
some typical folding-ins familiar to the trainees.
5.3 Swap-bodies
Swap-bodies are mostly designed and developed for road- and
railway transports. OH 5.7 shows some different types of swap-
bodies.
The strength of the sides of a swap-body is shown in OH 5.8. There

are swap-bodies with different length, heights and breadths. Those
different sizes depend on different national road regulations in
various countries.
Swap-bodies are not designed for being stapled on top of each other
as containers.
The legs of a swap-body are mainly designed for taking up vertical

forces. Therefore there is a risk for collapse of swap-bodies if a truck
is driving to fast on it during discharge or loading when it is parked at
a terminal, see OH 5.9 . To avoid such accidents swap-bodies should
be secured to the loading quay during cargo handling.
5.4 Road vehicles
The semi-trailer has been a very popular CTU for international road
transports. It is primarily built for road transport. The semi-trailer is
also used for sea transportation. Note: if the semi-trailer is to be
transported at sea, it should be equipped with sufficient lashing
points etc. The ISO-standard 9367-2 contains specifications for
outfitting on semi-trailers suitable for sea transportation. If a semi-
trailer is built according to this standard it is marked with an anchor
label as shown in OH 5.10. The requirements in the ISO-standard
corresponds to the requirements in reference R2.
The strength of the sides of a semi-trailer is not standardised.

However, in many countries there are authority requirements on the
strength of headboard as well as drop sides. Example of such
requirements is shown in OH 5.11. Note that those values are for the
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head- /rear-boards and the sideboards. It is not valid for the

superstructure on top of the drop sides, which normally are much
weaker.
There is no standard that stipulates dimensions and gross weights of

semi-trailers. The semi-trailer has been developed after road
regulations in the countries in which it is going to be used.
Dimensions such as length and breadth of the semi-trailer vary from

country to country by reasons described above. Mention to the
trainees, which dimension that, is normal in your country and in
neighbouring countries.
How the cargo should be distributed on a semi-trailer depends on the

number of axles and max allowed axle load in the countries it shall
pass through. Show the trainees how the allowed cargo distribution
can be checked, for example by a diagram giving allowed centre of
gravity in longitudinal direction as a function of cargo weight.
5.5 Rail-cars
Rail-cars are made in different sizes and with different loading
capacities. As for road vehicles the loading capacity depends on the
number of axles. Railways are also built with different bearing
capacities, which has an influence on the max payload on a railcar.
The European system for marking the max allowed payload is shown
in OH 5.12. Explain this or the system used in your country and in
neighbouring countries.
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6 Cargo care consciousness and cargo

planning
The purpose of this subject is to explain and describe methods for
cargo care aiming at avoiding cargo damages.
6.0 General
It is important to make the trainees aware of different legal
requirements with regard to construction and maintenance of CTU:s.
Explain that vehicles are designed according to different rules and
regulations depending on which country they are registered in. In some
countries safety equipment including securing points on vehicles have
to be regularly inspected.
Containers shall be designed and maintained according to the

International Convention for Safe Containers (CSC). Inform the
trainees that a maintained container shall be marked with a CSC
Safety Approval plate.
6.1 Choice of transport means

It is important for the trainees to understand that a CTU they are
loading, for example in a factory somewhere in the centre of a
continent, may be transported by other means than road before it
arrives to the customer. This CTU can also be transported on railway
and / or at sea. It is therefore of importance to make clear that to be
able to do a proper job when packing a CTU, the transport modes must
be known for the packer prior to packing the unit.
6.2 Choice of CTU type
Depending on to where and by which transport modes the cargo is

going to be transported the choice of CTU varies. For instance if the
cargo is to be transported by road for a short distance only, the choice
of CTU would not be the same as if the cargo is to be shipped
overseas. When the cargo is to be transported on road only, a road
vehicle is often chosen for the transport. But if the cargo is to be
transported overseas, the choice of CTU would probably be a
container or a flat.
The choice of CTU also depends on the kind of cargo that is to be

transported.
It could be a good idea for the understanding of the choice of CTU, to

work out some work tasks according to the example below. The
trainees can then discuss and solve the tasks in workgroups.
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INSTRUCTOR MANUAL
Example of a work task
A consignment of steel pipes shall be sent from Sandviken in central

Sweden to a customer in the central USA.
Discuss and answer the following questions:
1. Which ways and modes of transport can come in question?

2. Who can give the best information about the transport way for the
actual transport?
3. Which forces can the cargo be exposed to during the transport;
forward, backward and sideways?
4. Which type of CTU is the most suitable for the intended type of
cargo and transport way? Are there any alternatives? Note pro and
cons?
5. Who shall make the securing of the cargo in the CTU?
6.3 Check of CTU prior to packing
Before commencing the loading of a CTU it is important to first check

the condition of the CTU. If the condition is poor there is a large risk of
cargo damage during the transport.
Therefore it is important to show the trainees which items that should

be checked to determine if a CTU is in good condition for transport, or if
the CTU is to be rejected, see OH 6.1 and OH 6.2.
A good idea is to let the trainees work out routines for:

- when a CTU should be inspected
- the items that should be inspected on different types of CTUs
- when a CTU should be rejected
This task can also preferably be done as a group work.
An example of a check list for inspections is shown on OH 6.3.
6.4 Cargo distribution in CTUs
It is important that the trainees understand the importance of correct

cargo distribution in a CTU. This subject has been mentioned in
chapter 5 above.
Show the trainees different methods to determine the correct cargo

distribution in a CTU. Also if necessary repeat the allowed cargo
distribution in different CTUs.
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6.5 Requirements on cargo packing by the receiver of

cargo
The receiver of the cargo can have requirements on how the cargo
must be packed in a CTU so it is possible to discharge the cargo at
arrival. An example of this could be the packing of paper reels, where
the receiver isn’t able to discharge the reels if they are standing (in a
vertical position), as he has equipment for handling lying (horizontally
positioned) reels only.
Those requirements from the receiver must always be considered

when preparing a CTU for transport. If this is not taken into
consideration there is a risk that the receiver will try to find another
supplier of the products who is able to fulfil his requirements.
6.6 Condensation risks in CTUs
Risk for condensation in a closed CTU is something that has to be

taken into consideration before a CTU is prepared for transportation. If
condensation occurs in a CTU the entire cargo inside can be damaged.
Therefore it is important that the trainees understand how and when

condensation appears and under which circumstances.
They also have to know about methods on how to avoid

condensation inside a closed CTU.
6.7 Symbols for cargo handling

OH 6.4 to OH 6.6 shows some standardised symbols, which may be
used on cargo for handling information during transportation. Explain
the meaning of each symbol and make sure that the trainees have
understood how to handle goods marked with the different symbols.
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7 Different methods for cargo packing and

securing
The purpose of this subject is to explain and describe how the
following different methods for cargo packing and securing can be
used:
- Lashing
- Blocking and bracing
- Increasing friction
This lesson is ideal to do both as a theoretical and a practical lecture.

At the theoretical lesson the different methods are described, see
also chapter 4 above. For illustrations, see chapter 7 in the Working
Book (T1). At the practical lesson the trainees can be given opportunity
to apply different types of cargo securing.
7.1 Lashing
Repeat the different lashing methods:
- Top-over lashing
- Loop lashing
- Straight lashing
- Spring lashing
- Round-turn lashing
Show examples on when the different lashing methods are best to be

used depending on the type of cargo, type of CTU and modes of
transport involved.
7.2 Blocking and bracing
Emphasise that if the cargo is blocked or braced by well fastened

timber it is prevented from sliding. If the cargo is blocked or braced to
its centre of gravity it is also prevented from tipping, and additional
securings are not required.
Give some examples on how the cargo can be blocked in different

types of CTUs. Give some various examples of blocking and bracing
depending on the type of cargo.
Mention that some lashings such as straight, loop and spring

lashings also prevent the cargo from sliding.
Blocking cargo by other cargo obtaining a tight stow from wall to wall
in a CTU is the best way of securing cargo.
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7.3 Increasing friction
Make sure that the trainees have understood that by increased

friction the cargo will be better prevented from sliding. This means
that with higher friction the need for lashings preventing the cargo
from sliding will decrease.
Show some different ways of increasing the friction, or examples of

materials that can increase the friction.
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8 Equipment for the securing and protection

The purpose of this subject is to explain and show:
- Abbreviations and nomenclature used for securing equipment

- Fixed securing equipment
- Reusable and one way equipment
- Inspection and rejection of securing equipment
8.0 General
Explain the following abbreviations used for lashing equipment:
MBL (Minimum Break Load) is the minimum strength a lashing shall

withstand before it breaks. MBL is normally given in ton, but can also
be given in kN. 1 kN = 1/9.81 ≈ 0.1 ton
MSL (Maximum Securing Load) is the maximum load, to which the

lashing may be exposed. MSL can be compared with SWL used for
lifting equipment. SWL should, however, not be used for lashing
equipment in order to avoid mixing of lashing and lifting equipment.
MSL is normally given in ton, but can also be given in kN.
SF (Safety Factor) is the relationship between the MBL value for a

lashing and its MSL value. The safety factor is required to cover wear
and tear of the lashing. SF is normally given in %, see reference R3.
This means that the MSL value is a certain % of the MBL value. The
safety factor can, however, also be given as a number by which the
MBL value should be divided to obtain the MSL value.
PT (Pre Tension) is the pretension force obtained by the tensioner.

Normally given in ton, but can also be given in kN.
PL (Proof Load) is the load that the equipment has been tested with
by the manufacturer. Normally given in percent of the break load.
SWL (Safe Working Load) is the Safe Working Load for lifting
equipment. Note that the safety factor is much larger for lifting than for
lashing equipment, and thus SWL should not be used for lashing
equipment.
Go through the properties of the different equipment types shown in the

Working Book (T1).
Also explain that there are two major principle differences between web
lashings and lashings made of steel.
One difference is the elongation characteristics. For web lashings the

tension before break is about 15 %. This means that a 10 meters web
lashing, will elongate about 1.5 meters before it breaks. For lashings
61
made of steel the tension to break is around 4 % (if the yield effect is
neglected). So a 10 meters steel lashing would elongate about 0.4
meter before it breaks.
This is important to know when it comes to cargo securing, as lashings

made of different material doesn’t work good together and should thus
not be combined.
One other difference between web and steel lashings is that web
lashings are much more vulnerable than steel lashings.
OH 8.1 to OH 8.4 show results of tests carried out by used web- and
steel lashings. Note that the tests were made on heavy equipment, but
the result would probably have been the same on equipment with lower
break loads. The tests are however limited in number and no scientific
conclusions should thus not be drawn from the tests.
OH 8.1 shows the result of tests with 5 web lashings with tensioners.
Note that the age described in the OH is given in months, not in years.
The conclusion is that web lashings very quickly drop in strength and a
safety factor of at least 3 is recommended for this type of equipment.
OH 8.2 shows the result of tests with 6 lashing chains. The age is in
this case given in years. As the tests show, those used lashings were
in a better condition than the web lashings
OH 8.3 shows the result of tests with lever tensioners. Also in this
case the age is given in years. In this test all tensioners were put in
position as described for model I. This means that the tensioners of
model II were not placed according to the instruction. According to
experience it is, however, often impossible to limit the angle between
tensioner and chain to 45 degrees.
The quality and make of tensioners is thus of great importance for

the safety and strength of the lashings, and if tensioners with
limitations are used, the instructions must be followed.
OH 8.4 show tests with speedlash tensioners. As the result shows

there was no significant change in the breaking strength after 2
respective 4 years use.
8.1 Fixed equipment on CTUs
Show examples of different fixed equipment on CTUs, such as walls,

lashing eyes, stanchions etc.
Explain the strength of the fixed equipment on different CTUs.
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8.2 Reusable cargo-securing equipment
Reusable equipment means equipment that is used several times.

Examples of such equipment are chain lashings, most web lashings, to
some extent also wire lashings etc.
Let the trainees discuss how the equipment should be handled after
use to avoid damages to the equipment as far as possible. Things to
discuss may be:
- Where to store the equipment

- What to do if the equipment is damaged etc
- Who is the owner of the equipment
8.3 One-way equipment
Show the trainees examples of one-way equipment, such as 2 ton web

lashing, steel bands, air bags, tag washers etc.
Discuss how to take care of one-way equipment when stripping the

CTUs.
8.4 Inspection and rejection of securing equipment

Explain the two different philosophies for rejection of securing
equipment. The philosophies are:
“Safe Life method” Which means that all the securing

equipment is renewed when it has reached a certain age. This
method is very good for the working environment as the age normally
is set so low that failures should not occur on the equipment.
However, this method is expensive as all equipment is renewed at
the same time independent of if it is worn out or not.
“Fail Safe method” In this method the equipment is used as

long as possible and only renewed when the equipment is broken.
This method isn’t so expensive, as only the damaged equipment is
replaced. On the other hand the risk for failure of the equipment is
larger when this method is used.
Let the group discuss which philosophy is preferred, when it comes

to inspection routines for the equipment.
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9 - 12 Packing and securing of different types

of cargoes
The purpose of this subject is to:
- Give examples of different types of cargoes and their package

- Go through the properties of different types of cargoes
- Explain how to stow and secure different types of cargoes in
different CTUs for different modes of transport
It is recommended to concentrate on such types of cargoes which

are of interest to the trainees. Follow the detailed teaching syllabus
for any of the following cargo types:
• Unitised cargo (bulk)

• Non unitised cargo (break bulk)
• Paper products
• Cargo requiring special technique
• Other types
Go through the main rules for stowage and securing presented in

OH 9-12.1 and OH 9-12.2 and in the Working Book (T1).
As a preparation before the lecture it is recommended to go through

available instructions in the reference literature T1 and B1.
Based on the above and the contents in the previous lectures,

different techniques for stowage and securing is explained for
different types of cargoes in different CTUs for different modes of
transport.
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The purpose of this subject is to give the trainees an introductory
explanation on the following subjects regarding dangerous cargoes:
- Regulations for the transport of dangerous cargoes

- Definitions
- Packing regulations
- Packing, separation and securing
- Labelling and placarding
- Information transfer when transporting dangerous cargoes
- Responsibilities
In this course on safe packing of CTUs it is not the aim to in detail go

through the requirements for the transport, packing, labelling etc of
dangerous cargoes. It is thus recommended to keep the lecture on an
overview level and concentrate on cargo securing matters only.
Before the lecture it is recommended to go through available

information in references R1, B1 and B2. For detailed information, see
reference R4.
13.1 Regulations for the transport of dangerous

cargoes
Inform about the different regulations for the transport of dangerous

cargoes:
- at sea
- on roads
- on rails
- by air
Inform also about the regulating bodies responsible for the different
regulations.
13.2 Definitions
Explain how dangerous goods are divided into 9 classes. And that
the class depends on the major danger to the human body. Some
types of goods may be graded in more than one class of danger.
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13.3 Packing regulations
Explain that there are three different packaging groups (according to

the IMDG-code). Mention also that the packing group depends on
how dangerous the product is.
According to the IMDG-code the three different packing groups are

for:
I High grade of danger

II Medium grade of danger
III Less grade of danger
13.4 Packing, separation and securing

Dangerous goods inside a CTU has to be packed, separated and
secured according to the regulations for the actual mode of transport.
Remember that a CTU can be transported by different modes before
it arrives at its final destination.
According to the ADR/RID-regulations (for road and rail transports)

dangerous goods shall be packed and secured in such a way that it
can not move in relation to each other or the walls of the CTU. If only
some part of a CTU is packed with dangerous cargo, all items in the
CTU is regarded as dangerous cargo.
13.5 Labelling and placarding
Show some different labels and placards used for the marking of
dangerous goods.
Also mention that if the dangerous goods is graded as more than one
danger the package should be marked with labels that informs about
both the primary risk and the sub primary risk.
If a CTU contains dangerous goods, even the CTU has to be labelled

according to stipulated rules. These labels should inform those
involved in the transport about the contents of the CTU, and the level
of danger of the goods inside. Such labels should be removed from
the CTU after the unit is stripped and if necessary cleaned.
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13.6 Information transfer when transporting dangerous

goods
Certain information has to follow a CTU containing dangerous goods.

This information is stipulated in international and national rules and
regulations. Go through the required documentation and especially
the Container Packing Certificate/Vehicle Declaration CPC.
13.7 Responsibilities
The regulations that settle the liability in case of an accident are
stipulated in international and national laws and decrees. Find out
what is valid in your country and in neighbouring countries.
67
The purpose of this subject is to train designing of securing
arrangements by the help of the Quick Lashing Guide and the
contents in the previous lectures.
14.1 Quick Lashing Guides
The Quick Lashing Guides A, B and C are useful tools which the
trainees should be familiar with and be able to use for the designing
of securing systems.
The contents in the guides are based on the following assumptions:
1. The MSL in % of the MBL value for different securing equipment

according to the following is used:
Webbing: 33%
Wire, one way: 80%
Wire, reusable: 30%
Steel strapping, single use: 70%
Chains: 50%
2. The sliding friction is 70% of the static friction.
3. The pretensions for webbing and steel strapping are 10% of the
lashings’ MBL.
4. The pretension for chains and wire are set to 1.0 ton.
5. No safety factor for uneven distribution of forces among securing

devices is used.
Lashing guides for the following transport modes are available:
Road + Baltic Sea (A)

North Sea + Mediterranean (B)
Unrestricted sea transport (C)
Use the applicable guide.
14.2 Theoretical exercises
Examples of theoretical exercises are found in the Working Book

(T1).
It is recommended to go through some of the exercises on the

black/whiteboard and then let the trainees work two and two when
solving some of the remaining exercises. The number of exercises is
chosen in relation to the available time.
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As a complement to the proposed exercises you can work out other

exercises based on cargo known by the trainees.
The solutions to the exercises in the Working Book (T1) are given in
the following pages.
69
ANSWER TASK 1
Coefficient of friction = 0.3 (open CTU)

Required number of top-over lashings to prevent sliding sideways = 6
Required number of top-over lashings to prevent sliding forward = 4
Required number of top-over lashings to prevent sliding backward = 4
H/B = 2.4/2 = 1.2
Number of rows = 1
Required number of top-over lashings to prevent tipping sideways = 0
H/L = 2.4/2 = 1.2
Required number of top-over lashings to prevent tipping forward = 1
Required number of top-over lashings to prevent tipping backward = 1
ANSWER: Required number of top-over lashings = 6
ANSWER TASK 2
Coefficient of friction = 0.3 (open CTU)
Cargo weight in ton prevented from sliding sideways by 4 tag washers

= 1.4 ton
Remaining cargo weight to be secured by top-over lashings = 1.0 ton
Cargo weight in ton prevented from sliding forward/backward by 4 tag

washers = 2.0 ton
Remaining cargo weight to be secured by top-over lashings = 0.4 ton
Required number of top-over lashings to prevent sliding

forward/backward = 1
H/B = 2.4/2 = 1.2 Number of rows = 1

H/L = 2.4/2 = 1.2

Required number of top-over lashings to prevent tipping
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INSTRUCTOR MANUAL
ANSWER TASK 3
H/B = 2/2 = 1
Number of rows = 1
H/L = 2/2 = 1
ANSWER TASK 4
Coefficient of friction = 0.4 (covered CTU)
Weight of cargo per section = 3 ton
Required number of top-over lashings to prevent sliding backward = 2
H/B = 2.4/(3×0.8) = 1
Number of rows = 3
H/L = 2.4/1.7 = 1.41 ⇒ 1.6
ANSWER: Required number of top-over lashings per section = 3
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ANSWER TASK 5
Weight of cargo = 20 ton

(double amount due to angle between 30° - 75°)
Alternatively
Required number of loop lashing pairs to prevent sliding sideways = 2
pairs
H/B = 1/1 = 1
Number of rows = 1

Alternatively
Required number of loop lashing pairs to prevent tipping sideways = 0

Alternatively
Required number of loop lashings = 2 pair
ANSWER TASK 6
Coefficient of friction against the platform bed = 0.5 (covered CTU)
Coefficient of friction between the layers = 0.3
Coefficient of friction to use = 0.3
Weight of section = 4×0.8 = 3.2 ton
H/B = 2.4/2 =1.2
Number of rows = 2
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INSTRUCTOR MANUAL
ANSWER TASK 7
Coefficient of friction against the platform bed = 0.5 (covered CTU)
Required number of top-over lashings to prevent sliding sideways on

the platform bed = 0
Coefficient of friction between the layers = 0.3

Weight of the top layer = 2×0.8 = 1.6 ton
Required number of top-over lashings to prevent the top layer from

sliding sideways on the bottom layer = 2
H/B = 2.4/2 = 1.2

Number of rows = 2
ANSWER TASK 8

Required number of top-over lashings to prevent sliding
Alternatively
Required number of loop lashing pairs to prevent sliding sideways = 2
Required number of spring lashings to prevent sliding
forward/backward= 1
H/B = 1.5/0.7 = 2.14 ⇒ 2.2 Number of rows = 1

Alternatively
Required number of loop lashing pairs to prevent tipping sideways = 6
H/L (forward) = 1.5/2.5 = 0.6
Alternatively
Required number of spring lashings to prevent tipping forward = 0
H/L (backward) = 1.5/4.5 = 0.33 ⇒ 0.4
Alternatively
Required number of spring lashings to prevent tipping backward = 0
ANSWER: Required number of lashings = 6 top-over lashings
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The purpose of this subject is to use the obtained knowledge in
practice and compare the theories with reality.
The forces that can appear during transport can be simulated by

static heeling angles of the CTU. The angel depends on travelling
direction and transport mode. OH 15.1 shows the angles to which the
securing arrangement shall be tested.
To be regarded as acceptable the securing arrangement shall be

able to keep the cargo in position with only limited movements during
the test.
Below is an example showing how to use the diagram in OH 15.1.

The following is assumed:
• The cargo is to be transported on the road. The accelerations

which the cargo may be exposed to is thus 1 × (the cargo weight)
forward, and 0.5 × (the cargo weight) sideways and backward.
• The friction coefficient between cargo and platform bed is
determined to be 0.3.
With these parameters known the diagram is used to determine the

angles to which the securing arrangement shall be tested. By
entering the diagram on the horizontal axle at the friction 0.3, going
up to the curve for actual acceleration and then out to the vertical
axle, the corresponding heeling angle is found.
In this case it can be seen that the cargo should withstand an angle
forward of about 58°, and sideways and backward about 27°.
58° is a large heeling angle and big care should be taken to avoid the
entire CTU to tip over. If a lorry is used, the platform will not be
possible to incline forward. In this case the securing arrangement
has to be turned 180° and the forward forces are to be tested
backwards.
Examples of practical exercises is included below in this chapter.
These exercises are to be seen as examples only and of course

other types of cargoes could be chosen. It is, however recommended
to have three to four different types of cargoes to secure and test.
When performing practical exercises the following should be

observed:
1. No commercial cargo should be used for the exercises as the

cargo can be damaged! One section of cargo only to be used to
limit the weights. Maximum 3 - 4 ton of cargo should be tested at
the same time.
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2. Use a lorry equipped with a platform which can be inclined, or a

container flat and a mobile crane for lifting. Preferably CTUs with
wooden platform beds are to be used making it possible to block
and brace by timber.
3. Use a forklift truck to prevent the cargo from falling off the
platform if the cargo starts to slide or tip.
4. An instrument for the measuring of the heeling angle will be

needed.
5. Lashing equipment such as web lashings, wooden battens, nails,

hammer, saw, crowbar etc must be prepared and available.
6. As a teacher you have to take the command and tell everybody

what to do and where to stand during the heeling tests.
7. Keep everybody away from moving trucks and cranes to avoid

injuries. Remember that the cargo can come into motion and fall
off the CTU during the tests and therefore nobody should stand
close to the CTU during the tests.
8. When performing practical exercises it is preferable if the trainees

can work in groups of about 3 - 6 trainees in each group. The
groups are given different types of cargo to secure.
The exercises can be organised in two different ways. If several work

stations are built up, all groups can make the securing
simultaneously and the entire group of trainees are then taken
around to the different work stations and evaluate if the securing is
sufficient before the arrangement is tested to the stipulated heeling
angel. Let the group explain what they have done and why. If the
securing is inadequate, it is advisable to complete the securing
before the arrangement is tested to avoid damages.
If one work station only is available, one group at a time can make
the practical securing job and the remaining groups can stay in the
class room and work out a securing proposal on the drawing in the
Working Book (T1). After each group has finished the practical
securing it is proposed to bring all the trainees to the work station for
discussions as mentioned above.
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Exercise 1.
A heavy wooden box shall be stowed according to the sketch below.
The box has the length × breadth × height = 210 × 80 × 175 cm and the
weight 2000 kg.
Decide how the box should be secured if it will be transported on

road and in sea area A.
40 cm
l c.o.g c.o.g l
140 cm
SIDE VIEW BACK VIEW
105 cm
TOP VIEW
Exercise 2.
Four finepaper pallets shall be stowed according to the sketch below.
Each pallet has the length × breadth × height = 100 × 100 × 100 cm
and the weight 800 kg.
Decide how the pallets should be secured to prevent sliding and tipping
sideways if they will be transported on a trailer in sea area B.
SIDE VIEW BACK VIEW
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Exercise 3.
A cable drum shall be stowed according to the sketch below. The drum
has the diameter 180 cm and breadth 95 cm. The weight is 2000 kg.
Decide how the drum should be secured if it will be transported in sea

area C.
SIDE VIEW BACK VIEW
TOP VIEW
Exercise 4.
A sheet metal coil shall be stowed on a wedge bed according to the
sketch below. The coil has the diameter 60 cm and breadth 100 cm.
The weight is 2000 kg.
Decide how the coil should be secured if it will be transported in sea

area C.
SIDE VIEW BACK VIEW
TOP VIEW
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Exercise 5.
Paper reels shall be stowed according to sketch below. The reels has
the diameter 100 cm and breadth 100 cm. The reel weight is 500 kg
each.
Decide how the reels should be secured if they will be transported on

the road and in sea area A.
SIDE VIEW BACK VIEW
TOP VIEW
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16 Inspections
The purpose of this subject is to learn by inspecting cargo stowed
and secured in CTUs by others.
The inspections can be made of any CTU. A variation of containers,

trailers, swap bodies and railcars is of course recommended if the
different types are available.
When making the inspections it is again advisable to divide the

trainees into smaller groups of about 3 - 6 trainees each. Give each
group a CTU which they have to inspect and determine if the
securing inside is sufficient or not. As a help to determine if the cargo
securing is sufficient or not it is recommended to use the Guick
Lashing Guides. If the securing isn’t sufficient the groups should
explain how the cargo should have been stowed and secured.
Let each group explain for the other groups what they have found
and let them motivate their conclusions.
The inspection form in the Working Book (T1) could be used for
documentation.
As it often is difficult to have a discussion in which everybody

participate out among CTUs, it is recommended to make a shorter
summarising discussion in the classroom after the inspections.
For you as a teacher it can be difficult to decide how to act when

inadequately secured cargo is found in the CTUs. It is, however,
recommended to contact a responsible person at the terminal or the
ship owner to get the CTU stopped from further transportation before
the cargo is adequately secured.
79
17 Evaluation
The purpose of this subject is to find out up to which level the
trainees have understood the course and received the knowledge.
The evaluation test is also a good tool for repetition.
17.1 Introduction
The effectiveness of any evaluation depends upon the accuracy of the
description of what is to be measured.
The learning activities used in the detailed syllabus will provide a sound
base for the construction of suitable tests for evaluating trainee
progress.
17.2 Method of evaluation

The methods chosen to carry out an evaluation will depend upon what
the trainee is expected to achieve in terms of knowing, comprehending
and applying the course content.
The methods used can range from a simple question-and-answer

discussion with the trainees (either individually or as a group) to
prepared tests requiring the selection of correct or best responses from
alternatives, the correct matching of given terms, the supply of short
answers or the supply of more extensive written responses to prepared
questions.
Where the course content is aimed at the acquisition of practical skills,

the test would involve a practical demonstration by the trainee making
use of appropriate equipment, tools, etc.
The responses demanded may therefore consist of:

– the recall of facts or information, by viva-voce or objective tests
– the practical demonstration of an attained skill
– the oral or written description of procedures or activities
– the identification and use of data from sketches, drawings,
maps, charts, etc.
– carrying out calculations to solve numerical problems
– the writing of an essay or report.
17.3 Validity
The evaluation must be based on clearly defined objects, and it must
truly represent what is to be measured. There must be a reasonable
balance between the subject topics involved and also in the testing of
trainees’ KNOWLEDGE, COMPREHENSION and APPLICATION of
concepts.
80
INSTRUCTOR MANUAL
The time allocated for the trainee to provide a response is very

important. Each question or task must be properly tested and validated
before it is used to ensure that the test will provide a fair and valid
evaluation.
17.4 Reliability
To be reliable, an evaluation procedure should produce reasonably
consistent results no matter which set of papers or version of the test
involved is used.
17.5 Subjective testing

Traditional methods of evaluation require the trainee to demonstrate
what has been learned by stating or writing formal answers to
questions.
Such evaluation is subjective in that it invariably depends upon the

judgement of the evaluator. Different evaluators can produce quite
different scores when marking the same paper or evaluating oral
answers.
17.6 Objective testing

A variety of objective tests have been developed over the years.
Their common feature is that the evaluation does not require a
judgement by the evaluator. The response is either right or wrong.
One type of objective tests involves supplying an answer, generally a

single word, to complete the missing portion of a sentence. Another
involves supplying a short answer of two or three words to a
question. Such tests are known as “completion tests” and “short-
answer tests”.
Another form of objective testing consists of “selective-response

tests” in which the correct, or best, response must be selected from
given alternatives. Such tests may consist of “matching tests”, in
which items contained in two separate lists must be matched, or they
may be of the true/false type or of the multiple-choice type.
The most flexible form of objective test is the multiple-choice test,

which presents the trainee with a problem and a list of alternative
solutions from which he must select the most appropriate.
17.7 Distracters
The incorrect alternatives in multiple-choice questions are called
“distracters”, because their purpose is to distract the uninformed
trainee from the correct response. The distracter must be realistic
and should be based on misconceptions commonly held, or on
mistakes commonly made.
81
The options “none of the above” or “all of the above” are used in
some tests. These can be helpful, but should be used sparingly.
Distracters should distract the uninformed, but they should not take
the form of “trick” question that could mislead the knowledgeable
trainee (for example, do not insert “not” into a correct response to
make it a distracter).
17.8 Guess factor

The “guess factor” with four alternative responses in a multiple-
choice test would be 25%. The pass mark chosen for all selective-
response questions should take this into account.
17.9 Scoring
In simple scoring of objective tests one mark may be allotted to each
correct response and zero for a wrong or nil response.
A more sophisticated scoring technique entails awarding one mark

for a correct response, zero for a nil response and minus one for an
incorrect response. Where a multiple-choice test involves four
alternatives, this means that a totally uninformed guess involves a
25% chance of gaining one mark and a 75% chance of losing one
mark.
Scores can be weighted to reflect the relative importance of

questions, or of sections of an evaluation.
17.10 Example of proficiency test

An example of a proficiency test which may be used is included
below.
The approximate time for the example test to be about 1hour.
It is recommended to let the trainees use the Working Book (T1) and
other material received during the course as it is impossible to
remember all figures and other details mentioned during the course.
82
INSTRUCTOR MANUAL
PROFICIENCY TEST
Name: ........................................…….........
Answer, with the help of the course documentation, the questions below by
marking the correct alternatives.
1. What forces can the cargo be exposed to during road transport?
A) Forward: B) Sideways and backwards:
q 0.5 × weight of cargo q 0.5 × weight of cargo

2. Which forces can the cargo in a trailer be exposed to during rail

transport in a combi train (non shunted)?
A) Forward: B) Backward:

q 4.0 × wei ght of cargo q 4.0 × weight of cargo
3. Which transverse forces can the cargo on a flat rack be exposed to

during transport:
A) on the North Sea? B) in unrestricted sea areas?

83
4. Which coefficient of friction is recommended to be used for the following

cargo types during transport at sea if they stand on a platform bed of
grooved sheet aluminium (covered CTU)?
A) - wooden box B) - paper reel
q 0.2 q 0.2
q 0.3 q 0.3
q 0.4 q 0.4
q 0.5 q 0.5
5. If you want to eliminate the risk of sliding you should:

q Eliminate the friction between the goods and the surface.
q Decrease the friction between the goods and the surface.
q Increase the friction between the goods and the surface.
6. Which of the following methods may be used for cargo securing?

q Locking
q Blocking
q Lashing
q Combination of blocking and lashing
7. Which of the following lashing methods can be used as blocking?
q Round-turn lashing
q Top-over lashing
q Loop lashing
q Spring lashing
8. What is normally the safe load (maximum securing load) for a web
lashing with a break load of 4 ton?
q About 0.4 ton

q About 1.3 ton
q About 4.0 ton
q About 8.0 ton
9. Which pretension can normally be obtain in a web lashing?
q About 1 % of the break load

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INSTRUCTOR MANUAL
10. Which statement is correct regarding securing of dangerous goods

according to the ADR regulations?
q Dangerous goods shall always be lashed.

q Dangerous goods shall be secured in the same way as
”ordinary” goods.
q Dangerous goods shall be secured in the same way as
”ordinary” goods, with the addition that the different parts
of the cargo in a cargo transport unit carrying dangerous
goods shall be secured to prevent the cargo from shifting
in relation to each other or the walls of the unit.
11. Which is the coefficient of friction between goods and platform bed if an
unsecured cargo unit withstands an angle of inclination of 22°?
q About 0.2
q About 0.3
q About 0.4
q About 0.5
q About 0.6
12. Which angle of inclination shall a cargo securing arrangement

withstand for unrestricted sea transport if the coefficient of friction
between goods and platform bed is 0.4?
A) Sideways: B) Forward and backward:
q About 39 degrees q About 39 degrees

13. How many ton of cargo can be prevented from sliding sideways at a
transport in unrestricted sea area by one pair of loop lashings (9 mm
chain) according to the Quick Lashing Guide C? The lashings have a
MSL of 5 ton and PT of 1 ton. The coefficient of friction between the
cargo and the platform bed is 0.3.
q 8.2 ton cargo

q 10 ton cargo
q 15 ton cargo
q 20 ton cargo
85
14. How many ton of cargo can be prevented from sliding at a road transport
by a spring lashing according to the Quick Lashing Guide A? The
lashings have a MSL of 1.3 ton and the coefficient of friction between
the cargo and the platform bed is 0.4.
A) Forward: B) Backward:
q 2.5 ton cargo q 5.9 ton cargo
q 2.8 ton cargo q 7.8 ton cargo
q 3.3 ton cargo q 10 ton cargo
q 3.9 ton cargo q 20 ton cargo
15. A wooden box is loaded on a covered CTU with a platform bed of sheet
steel, see the figure below. The weight of the box is 20 ton and it is
blocked in front against the headboard and in rear against the rear
board.
L = 12 m B=2
H=1
Side view Back view
Top view
A) Which coefficient of friction is the maximum allowed to be used for

a wooden box placed on sheet steel if the platform bed is clean,
dry and free from frost, ice and snow?
q 0.2
q 0.3
q 0.4
q 0.5
B) How many lashings (webbing with MSL = 1.3 ton and PT = 0.4
ton) are required as a minimum to secure the box at a transport
in unrestricted sea area according to the Quick Lashing Guide C,
if you use:
Top-over lashings: Loop lashings:
q 5 lashings q 3 pairs (6 lashings)
86
INSTRUCTOR MANUAL
16. In which of the following cases shall the cargo be lashed due to forces
sideways according to the Quick Lashing Guides? The cargo, which is
placed on pallets, is loaded on a covered trailer with sideboards and a
platform bed of wood. The height of the cargo is 1.2 m and the pallet
breadth is 0.8 m.
b= b= b=
0.8 m 0.8 m 0.8 m
H = 1.2 m
Back view
q At road and Baltic Sea transport

q At North Sea transport
q At unrestricted sea transport
17. Which method of securing is the most suitable to use for palletised
sacks in a container if the cargo doesn’t fill out the whole floor area?
Back view Back view
q Base blocking and top-over lashing q Loop lashing
Back view Back view
q Round turn lashing q Blocking with dunnage bags or

empty pallets
87
The answers to the questions of the above test is the following:
1a) 1.0 × weight of cargo

1b) 0.5 × weight of cargo


4a) 0.4
4b) 0.3
5) - Increase the friction between the goods and the surface.
6) Locking, Blocking, Lashing, Combination of blocking and lashing
7) Loop lashing, Spring lashing
8) About 1.3 ton
9) About 10 % of the break load
10) Dangerous goods shall be secured in the same way as

”ordinary” goods are secured, with the addition that the
different parts of the cargo in a cargo transport unit carrying
dangerous goods shall be secured to avoid the parts from
shifting in relation to each other or the walls of the unit.
11) About 0.4
12a) About 44 degrees

12b) About 39 degrees
13) 10 ton cargo
14a) 3.3 ton cargo

14b) 10 ton cargo
15a) 0.4
15b) Top-over lashings - 25 lashings, Loop lashings - 7 pairs
16) At North Sea transport, At unrestricted sea transport
17) Blocking with dunnage bags or empty pallets
88
INSTRUCTOR MANUAL
When the trainees have fulfilled the course they may receive a
course certificate as shown below.
COURSE CERTIFICATE
Name of trainee
has during xx hours on May 25, 2000, completed the
IMO Model Course

on
Safe Packing of Cargo Transport Units
The course has comprised the following subjects:
- Consequences of badly stowed and secured cargo

- Responsibilities
- Forces acting on the cargo during different modes of transport
- Basic principals for cargo securing
- Cargo transport units
- Cargo care consciousness and cargo planning
- Different methods for cargo packing and securing
- Equipment for the securing and protection
- Packing and securing of different types of cargoes
- Packing and securing of dangerous cargoes
- Theoretical exercises
- Practical exercises
- Inspection of loaded units
- Test of knowledge
Teacher
89
SAFE PACKING OF CTUs
IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

OH 1.8
IMO MODEL COURSE

OH 1.9
IMO MODEL COURSE

OH 1.10
IMO MODEL COURSE

OH 1.11
IMO MODEL COURSE

OH 1.12
IMO MODEL COURSE

OH 1.13
IMO MODEL COURSE

OH 1.14
IMO MODEL COURSE

OH 1.15
IMO MODEL COURSE

OH 1.16
IMO MODEL COURSE

OH 1.17
IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

IMO MODEL COURSE

Working Book for
IMO Model Course on
Safe packing of
cargo transport units
Working book for the course developed for IMO by the Swedish Maritime Administration
SAFE PACKING OF CARGO TRANSPORT UNITS: WORKING BOOK
ii
This working book has been

developed to be used by the
trainees during the presentation of
the IMO Model Course on Safe
Packing of Cargo Transport Units
iii
iv
Contents
Page
Chapter 1 Consequences of badly pac ked and secured cargo ................7

Chapter 2 Responsibilities ......................................................................9
Chapter 3 Forces acting on the cargo during transport.......................... 21
Chapter 4 Basic principles for cargo packing and securing.................... 27
Chapter 5 Cargo Transport Units - types............................................... 29
Chapter 6 Cargo care consciousness and cargo planning..................... 33
Chapter 7 Different methods for cargo packing and securing ................ 39
Chapter 8 Equipment for securing and protection ................................. 45
Chapter 9 - 12 Packing and securing of different types of cargoes............... 49
Chapter 13 Packing and securing of dangerous cargoes ........................ 51
Chapter 14 Theoretical exercises ........................................................... 53
Chapter 15 Practical exercises............................................................... 61
Chapter 16 Inspections .......................................................................... 65
v
vi
CHAPTER 1: CONSEQUENCES OF BADLY PACKED AND SECURED CARGO
Chapter 1 Consequences of badly packed and

secured cargo
The shifting of cargo on board a ship may be caused by one or more factors:
- the ship has unsuitable stability,

- the cargo is stowed in locations where large accelerations may occur,
- the cargo is not sufficiently secured to the ship,
- the cargo unit is not sufficiently secured to the ship,
- the cargo is not sufficiently secured inside the cargo transport unit, CTU,
- the cargo is inappropriately packed.
If a ship meets heavy weather and is operated in an inappropriate way it can cause
series of heavy rolls. The rollings cause large accelerations on the cargo. If the cargo
is not sufficiently secured inside a CTU, it may not only cause damage to the cargo
itself, but also hazard the safety of the ship if the cargo leaves the unit. Loose cargo
may damage the lashing equipment of adjoining CTUs or essential parts of the ship.
This problem has been mainly highlighted by accidents associated with the
transportation of road trailers on board ships.
If the cargo shifts it can generate heeling angles of up to 40°. Attempts to save the
ship, its passengers, crew and cargo in this situation is not always possible.
As shown in the figure on page 2, RO/RO Casualty type distribution presented at the 5
th International Conference on Marine Transport using Roll-on/Roll off Methods, the
shifting of cargo in Ro/Ro ships is the cause of many casualties. Cargo shifting,
together with operational reasons, constitutes a larger part of the serious casualties
than of all casualties in total.
Even if damages on ships and vehicles are spectacular it is probably the small, frequent
damages on the cargo which results in the largest economical consequences in regard
to loss of goodwill and delays. Damages to people and the environment are often hard
to compensate and measure economically.
7
CHAPTER 1: CONSEQUENCES OF BADLY PACKED AND SECURED CARGO
ALL CASUALTIES (243)

OTHER CONTACT
8% 10%
FIRE & EXP.
10%
COLLISION
28%
12%
SHIFT OF
CARGO &
14% OPERAT.
18%
MACHINERY GROUNDING
DAMAGE
SERIOUS CASUALTIES (161)

OTHER FIRE & EXP.
12% 14%
COLLISION
16%
24%
SHIFT OF
CARGO &
OPERAT.
17%
17% GROUNDING
MACHINERY
DAMAGE
TOTAL LOSSES (28)

OTHER FIRE & EXP.
14% 18%
COLLISION
25%
SHIFT OF
CARGO &
OPERAT.
43%
RO/RO Casualty type distribution
8
CHAPTER 2: RESPONSIBILITIES
Chapter 2 Responsibilities
Legal responsibility for damages to cargo during transport is usually unclear and
ambiguous. When damage has occurred, as a result of cargo being loaded or secured
incorrectly, it is often complicated matter to determine where the responsibility lies.
Many different parties can be involved in the transport of a particular cargo. Depending
upon the means of transport used, the transport company may be a ship-owner, an air
freight carrier, a railway administration, a haulier, or a forwarding agent. Other parties
included in the transport chain are the consignor and consignee, and also the
stevedoring or the depot company.
As a general rule, as long as the cargo is packed, loaded, and secured satisfactorily in
accordance with current trading practices, the transport company is responsible for any
damages occurred during the transportation.
The law of damage deals with the preventive function of damage claims. This thesis is
of importance to all work aimed at preventing damages.
It is important therefore, that the party who has legal responsibility for a transport
operation is also held responsible when damage or injury has occurred. So be sure to
follow the applicable times for claims and periods of limitation. The transport company
also has certain possibilities of limiting his responsibility.
The consignor has a legal obligation of being responsible for making sure that all types
of packing are performed satisfactorily, taking into account the forces to which the cargo
normally is expected to be exposed to. The packaging shall hold the cargo together and
protect it during transport. It shall provide protection against pressure, impact and
abrasion, both during transport and in connection with loading and unloading. The
packaging shall also make it possible to stack or load the cargo together with other
cargo without any risk of damage occurring.
It is important to note that normal forces arising during transport vary with the time of
year, which means for example, that gales on the North Atlantic during the winter
months can be regarded as being normal.
It is up to the consignor to pack and secure the cargo on CTUs so that it will withstand
all strains and stresses. If not, the consignor may be held responsible for any damages
to the cargo, the CTU or the third party.
It should be stated that the consignor will be held responsible for any damage caused to
the actual vehicle, rail car or ship by defective packing and securing of the cargo on
CTUs.
9
10
EXAMPLE OF
DANGEROUS GOODS
CONTAINER PACKING CERTIFICATE
VEHICLE DECLARATION
Those responsible for the packing of dangerous goods into a unit e.g. a
container, flat, trailer or other vehicle intended for sea transport should provide
this Certificate.
LIST OF DANGEROUS GOODS Unit number

packed in this unit:
Type of unit (container, trailer, tank container, etc)
No. & Type of Proper shipping name/ IMO UN IMDG Code Gross Weight,
packages correct technical name Class Number page kg
It is hereby certified that when packing above unit

- the unit was clean, dry and apparently fit to receive goods.
- if the consignments include goods of Class 1. Division 1.1 or 1.2, the unit is structurally
serviceable as defined in paragraph 5.5.1 of the introduction to Class 1.
- no incompatible substances have been packed into the unit.
- all packages have been externally inspected for damages and only sound packages packed.
- all packages have been properly packed in the unit and secured.
- the unit and packages are properly marked and labelled.
- when solid carbon dioxide (dry ice) is used for cooling purposes, the unit is externally
marked or labelled in a conspicuous place at the door end, reading:
“DANGEROUS CO2 – GAS (DRY ICE) INSIDE, VENTILATE THOROUGHLY BEFORE
ENTERING”.
*
- the Dangerous Goods Declaration required in subsection 9.4 of the International Maritime
Dangerous Goods Code has been received for each dangerous goods consignment packed
in the unit.
*
The shipper should certify either on the shipping paper or in a separate declaration, that the goods which he offers for
shipment have been properly packaged, marked, labelled and are in proper condition for carriage (Dangerous Goods
Declaration)
Stowage onboard Place and date of issue
Name and signature
11
• Dangerous goods declaration
12
EXTRACT OF THE IMDG CODE PAGE 0052 Amdt. 28-96
GENERAL INTRODUCTION
12.3.7 Those responsible for the packing of the dangerous goods into a freight container
should provide a “container packing certificate” certifying that this has been properly
*
carried out and embodying the following provisions :
- The freight container was clean, dry and apparently fit to receive goods.
- If the consignments include goods of class 1, other than division 1.4, the freight
container is structurally serviceable in conformity with section 12 of the introduction
to class 1 of the IMDG Code.
- Goods which should be segregated have not been packed together in the freight
container, unless approved by competent authority concerned in accordance with
12.2.1.
- All packages have been externally inspected for damage, and only sound
packages have been packed.
- Drums have been stowed in an upright position, unless otherwise authorised by the
competent authority.
- All packages have been properly packed in the freight container and secured.
- When dangerous goods are transported in bulk packagings, the cargo has been
evenly distributed in the freight container.
- The freight container and the packages therein are properly marked, labelled and
placarded.
- When solid carbon dioxide (dry ice) is used for cooling purposes, the freight
container is externally marked or labelled in a conspicuous place at the door end,
with the words:
“DANGEROUS CO2 GAS (DRY ICE) INSIDE, VENTILATE THOROUGHLY
BEFORE ENTERING”.
- The dangerous goods declaration required in subsection 9.4 of the General
Introduction to the International Maritime Dangerous Goods Code (IMDG Code)
has been received for each dangerous goods consignment packed in the freight
container.
The functions of the documents required in12.3.3 and 12.3.7 above may be
incorporated into a single document; if not, it may be desirable to attach these
documents one to the other. If these functions are incorporated into a single document,
e.g. a dangerous goods declaration, a shipping note, etc., the inclusion of a phrase such
as “It is declared that the packing of the freight container has been carried out in
accordance with the provisions of 12.3.7 of section 12 of the General Introduction to the
IMDG Code” may suffice.
Note: The container packing certificate is not required for tanks.
*
See also MSC/Circ.506/Rev. 1 of 10 January 1990 on container packing certificates and vehicle packing
declarations (see the Supplement to this Code).
13
EXTRACT OF THE IMDG CODE PAGE 0145 Amdt. 27-94
GENERAL INTRODUCTION
17.7.7 Those responsible for the packing of the dangerous goods into a vehicle or freight
container should provide a “declaration” certifying that this has been properly carried out
*
and stating that:
- The vehicle or freight container was clean, dry and apparently fit to receive goods.
- If the consignments include goods of class 1, other than division 1.4, the vehicle or
freight container is structurally serviceable in conformity with section 12 of the
introduction to class 1 of the IMDG Code.
- Goods which should be segregated have not been loaded together into the vehicle
or freight container (unless approved by competent authority concerned in
accordance with 17.6.3.1).
- All packages have been externally inspected for damage, leakage or shifting and
only sound packages have been loaded.
- Drums have been stowed in an upright position, unless otherwise authorised by the
competent authority.
- All packages have been properly loaded into the vehicle or freight container and
secured.
- When dangerous goods are transported in bulk packagings, the cargo has been
evenly distributed.
- The vehicle or freight container and the packages therein are properly marked,
labelled and placarded.
- When solid carbon dioxide (CO2 - dry ice) is used for cooling purposes, the vehicle
or freight container is externally marked or labelled in a conspicuous place e.g. at
the door end, with the words:
“DANGEROUS CO2 GAS (DRY ICE) INSIDE, VENTILATE THOROUGHLY
BEFORE ENTERING”.
- The dangerous goods declaration required in subsection 9.4 of the General
Introduction to the International Maritime Dangerous Goods Code (IMDG Code)
has been received for each dangerous goods consignment packed in the vehicle or
freight container.
*
See also MSC/Circ.506/Rev. 1 of 10 January 1990 on container packing certificates and vehicle packing
declarations (see the Supplement to this Code).
14
EXTRACT OF:
Code of Safe Practice
for Cargo Stowage
and Securing
2.9.2 Where practicable and feasible, road vehicles should be provided with a
cargo stowage and securing declaration, stating that the cargo on the road
vehicle has been properly stowed and secured for the intended sea voyage,
taking into account the IMO/ILO Guidelines for Packing Cargo in Freight
Containers or Vehicles. An example of such declaration is given hereunder. The
vehicle packing declaration, recommended by the IMDG Code (see 2.9.1), may
be acceptable for this purpose.
15
16
PROPOSAL
17
EXAMPLE OF CARGO SECURING DECLARATION
TT-Line
THIS FORM SHALL BE COMPLETED BY THE DRIVER IN CONNECTION WITH
DELIVERY OF TRAILER AND BE HANDED OVER TO THE PERSONNEL AT THE
OFFICE, THE FORM HAS TO BE SIGNED*
***********************************************************************************************
LIC. NUMBER
SHIPPER
TYPE OF CARGO
WEIGHT OF CARGO
BOOKED TO TRAVEMÜNDE ROSTOCK
DATE DEPARTURE TIME
IS DANGEROUS GOODS INCLUDED?? YES NO
I HEREBY CONFIRM THAT THE CARGO IN ABOVE MENTIONED CARGO

CARRIER HAS BEEN SECURED ACCORDING TO SWEDISH ROAD
REGULATIONS TSVFS 1978:10.
SIGNATURE OF DRIVER NAME IN BLOCK LETTERS
…………………………………… …………………………………………
* NOTE !!! This form only is valid and shall be signed. Otherwise the unit is not
considered to be delivered to us for further transport.
A separate CARGO SECURING CERTIFICATE can replace the driver’s
signature.
18
19
EXTRACT OF ISO 9002
4.14 Handling, storage, packing and delivery
4.14.1 General
The supplier shall establish, document and maintain procedures for
handling, storage, packaging and delivery of product.
4.14.2 Handling
The supplier shall provide methods of handling that prevent damage
or deterioration.
4.14.3 Storage
The supplier shall provide secure storage areas or stock rooms to
prevent damage or deterioration of product, pending use or delivery.
Appropriate methods for authorising receipt and the despatch to and
from such areas shall be stipulated. In order to detect deterioration,
the condition of product in stock shall be assessed at appropriate
intervals.
4.14.4 Packaging
The supplier shall control packing, preservation and marking
processes (including materials used) to the extent necessary to
ensure conformance to specified requirements and shall identify,
preserve and segregate all product from the time of receipt until the
supplier’s responsibility ceases.
4.14.5 Delivery
The supplier shall arrange for the protection of the quality of product
after final inspection and test. Where contractually specified, this
protection shall be extended to include delivery to destination.
20
CHAPTER 3: FORCES ACTING ON THE CARGO DURING TRANSPORT
Chapter 3 Forces acting on the cargo during

transport
ROAD
During road transportation forces occur in the direction of travel due to heavy breaking,
transverse the direction of travel due to the centrifugal force when driving in sharp
curves and backwards due to forward accelerations and immediately after heavy
breaking.
RAIL
Forces on cargo transported by rail caused by alterations of speed show a similar
pattern as to when transported by road. However, forces caused by shunting of railcars
can be very strong. Some railcars for containers and trailers are designed in order to
reduce stress from shunting.
21
SEA
A ship at sea has six modes of motion, three rotational and three linear. The term for
these are roll, pitch, yaw, sway, surge and heave.
These motions can be combined into three accelerations, the transverse at, the
longitudinal al, and the vertical acceleration av, which act across, along and at an
angle of 90° with the deck of the ship.
Forces caused by transverse accelerations are the most troublesome when it comes to
the securing of cargo at sea.
22
• Forces at road transport
23
• Forces at rail transport
Shunted wagon
Non shunted wagon
24
• Forces at sea transport
25
26
CHAPTER 4: BASIC PRINCIPLES FOR CARGO PACKING AND SECURING
Chapter 4 Basic principles for cargo packing

and securing
A cargo unit is placed on a CTU without any securing as in the figure below. If it is
exposed to a horizontal force three different results are possible.
The unit will either slide, tip or remain standing.
Parameters influencing:
• Sliding -
• Tipping -
-
• Amount of securing
-
-
-
-
-
If the unit will slide or not depends on the friction force. The friction force depends on
the force pressing the cargo onto the surface and the friction coefficient. Different
materials generate different friction coefficients. A wet or lubricated surface has a lower
coefficient than a dry one. When the cargo starts to slide the static friction becomes a
sliding friction, which has a much lower coefficient. As a rule of thumb the sliding
coefficient is 70% of the static coefficient.
If the unit will tip or not depends on the unit’s stability. The stability depends on the ratio
between the unit’s height (H) and breadth (B) (e.g. distances to the centre of gravity).
The breadth is measured in the direction of the force. The larger ratio, H/B, the larger
risk for tipping.
If the unit will slide or tip it has to be secured. The amount of required securing
equipment depends on the weight of the cargo, the chosen securing method as well as
the type and strength of the securing equipment.
Securing systems may be designed in accordance with the Quick Lashing Guides.
27
CHAPTER 4: BASIC PRINCIPLES FOR CARGO PACKING AND SECURING
• Definitions
Section
Cargo item
Layer
Row
28
CHAPTER 5: CARGO TRANSPORT UNITS - TYPES
Chapter 5 Cargo Transport Units - types
• Container types
29
• Superstructure types
30
• Modes of transport
31
• Special CTU
• Typical European railcar, Hbbikks
The Hbbikks-wagon is equipped with four lashing points at each end wall, two in the
middle at a height of 700 and 1600 mm and one at each side at a height of 1300 mm,
and 12 points on the floor along the doors at each side.
Length of loading area, L 13 380 mm A B C D

Breadth of loading area, B 2 900 mm 90 16.0 20.0 24.0 29.0
Door breadth, B 1 6 820 mm S 16.0 20.0 24.0
Door height, H2 2 800 mm
Side wall height, H3 2 100 mm
Indoor height, H4 2 800 mm
32
CHAPTER 6: CARGO CARE CONSCIOUSNESS AND CARGO PLANNING
Chapter 6 Cargo care consciousness and

cargo planning
• Visual inspections prior to packing

A cargo transport unit should be thoroughly inspected on the outside as well as the
inside before it is packed with cargo.
CONTAINER
Items to be inspected
33
TRAILER / VEHICLE
Items to be inspected
34
• Example of checklist for inspection of CTUs
INSPECTION OF CTUs
CHECK LIST
DATE _______________________
SUPERVISOR _______________________
SHIPPER _______________________
TYPE OF CTU TRAILER CONTAINER

SWAP BODY
_____________________
CTU NUMBER _______________________
APPROVED APPROVED REFUSED

WITHOUT AFTER
RECTIFICATION RECTIFICATION
CTU:
ITEM RECTIFICATION
_____________________________________________________________
_____________________________________________________________
_____________________________________________________________
_____________________________________________________________
35
• Standardised cargo handling symbols
36
37
38
CHAPTER 7: DIFFERENT METHODS FOR CARGO PACKING AND SECURING
Chapter 7 Different methods for cargo

packing and securing
When securing cargo it is important to choose a suitable method. The method should
fulfil the following functions:
1. Prevent the cargo from sliding.

2. Prevent the cargo from tipping.
3. Prevent the cargo from being damaged due to compression.
4. The securing equipment should not damage the cargo.
5. The cargo should not damage the securing equipment.
6. The securing equipment should be easy to apply and re tight.
7. The costs for material and work should be reasonable.
A securing arrangement can consist of either locking, blocking, lashings or a

combination of these methods.
• Lashings
39
40
41
• Blocking
Blocking against the framework in a container
Blocking by battens
42
Blocking with air bags
Blocking against stanchions and the headboard on a trailer
43
44
CHAPTER 8: EQUIPMENT FOR SECURING AND PROTECTION
Chapter 8 Equipment for securing and

protection
• Examples of equipment for the protection of cargo and lashing
equipment:
- Walkingboard
- Edge and wear protection
- Dunnage bags
-
-
• Terms
MBL =
MSL =
SF =
PT =
SWL =
PL =
45
• Examples of cargo securing equipment with typical data.

EQUIPMENT DIM MBL MSL Note
(mm) (ton) (ton)
Chain – Long link ∅9 10.0 5.0 Grade 80
Chain – Long link ∅ 11 15 7.5 Grade 80
Chain – Long link ∅ 13 20 10 Grade 80
Chain – Short link ∅ 10 12.8 6.4 Grade 80
Chain – Short link ∅ 13 20 10 Grade 80
Chain – Short link ∅ 16 32 16 Grade 80
Wire – 6×12 + 7 FC ∅ 12 4.8 3.8 / 1.4 * Galvanised steel
Wire – 6×19 S + 1 FC ∅ 12 8.5 6.8 / 2.5 * Galvanised steel
Turnbuckle – bottle screw M16 6 3
Turnbuckle – bottle screw ¾” (19 mm) 9 4.5
Turnbuckle – bottle screw 1” (25 mm) 16 8
Wire turnbuckle M24 15 7.5
Wire turnbuckle M30 19 9.5
Wire turnbuckle M39 28 14
Steel strapping 32 × 0.8 2.4 1.7
Webbing 50 4 1.3
Tag washer, round ∅ 48 0.5 0.25
-”- ∅ 62 0.7 0.35
-”- ∅ 75 0.9 0.45
-”- ∅ 95 1.2 0.60
Tag washer, square 30 × 57 0.5 0.25 **/
-”- 48 × 65 0.7 0.35

cargo
-”- 130 × 130 1.5 0.75
**
Nail blank 4” 0.22*** 0.11 90°
”- galvanised 4” 0.32*** 0.16
*/
The high value (normal font) is valid for one way material and the low value (italic
font) is valid for reusable material.
***/
Measured by MariTerm AB 1999-02-05
• If the pre tension is unknown, 10% of the lashing’s MBL could be used if a
appropriate tensioner is used. Maximum 1 ton.
• The turnbuckles’ threads should be greased.
46
d
If the MSL of a lashing point on a cargo
transport unit is unknown it can easily be
calculated by a rule of thumb developed by
the Bremen Port Training Centre.
MSL = d 2 × 12 (kN) where d is the rod diameter of rings or eyes in cm. 1 kN ≈ 0.1 ton.
• Inspections and maintenance

Before using any cargo securing device, whether fixed or portable, the equipment must
be visually inspected to ensure that there are no defects and that when appropriate, all
moving parts have been greased and are operating correctly.
After use, and before going into storage, each device should be visually inspected to
ensure that the device has not been damaged, is still in good condition and does not
require repair or replacement. Defective portable lashing equipment should be put aside
and any necessary repairs and testing must be carried out prior to re-use. If beyond
repair the equipment is to be scrapped.
Discarded parts of equipment should be replaced by equivalent parts.
• Scrapping of cargo securing equipment
Chain lashings and levers are to be - has more than a 5% prolongation.

scrapped if a chain link: - if any part has a 20% decreased diameter.
- has a deep mark or crack.
Turnbuckles are to be scrapped if: - a thread is destructive.
Webbing is to be scrapped if: - showing damage such as rubbing, squeeze

and cut damage.
- it has been in contact with alkaline solutions
(e.g. lye) (polyester webbing).
Other equipment to be scrapped if : - it is visually damaged.
47
48
CHAPTER 9 - 12: PACKING AND SECURING OF DIFFERENT TYPES OF CARGOES
Chapter 9 - 12 Packing and securing of

different types of cargoes
• Basic general rules for stowing and securing of cargo
Rule 1: Observe and follow instructions and advice on packing and/or

freight papers.
Rule 2: Do not accept cargo transport units or securing equipment

which are in bad condition or damaged.
Rule 3: Stow and secure the cargo to sustain all transport modes
included in the transport.
Rule 4: The cargo should be stowed so that the CTU gets a correct load
distribution.
Rule 5: Do not overload the CTU.
Rule 6: Try to stow tight.
Rule 7: Do not use cargo handling equipment or methods that might

damage the cargo.
Rule 8: Do not pack damaged cargo or cargo with damaged packing

into a CTU.
Rule 9: Do not stow fragile cargo against sharp corners.
Rule 10: Do not use securing or protection equipment which are dirty or
in some way inconsistent with the cargo.
49
CHAPTER 9 - 12: PACKING AND SECURING OF DIFFERENT TYPES OF CARGOES
Rule 11: Separate cargo which can suffer from dirty and/or nasty-
smelling products.
Rule 12: Do not stow heavy items on top of lightweight ones.
Rule 13: Always pack small units on pallets if possible.
Rule 14: Dry cargo should be placed on shorings when it is stowed

together with units containing liquid.
Rule 15: Use damp absorbing material when transporting units

containing liquid.
Rule 16: Notice if “Dangerous goods” regulations are applicable to the

cargo.
Rule 17: Dangerous goods should be stowed easily accessible.
Rule 18: Do respect “Non smoking” signs.
Rule 19: Use the CTU’s securing equipment only if it is suitable and
strong enough.
Rule 20: Obtain special securing equipment in advance if it will be

required.
Rule 21: Protect the cargo from the securing equipment.
Rule 22: Lock and seal the CTU in a correct way.
Rule 23: Notice seal number and identification or registration number of

the unit.
50
CHAPTER 13: PACKING AND SECURING OF DANGEROUS CARGOES
Chapter 13 Packing and securing of

dangerous cargoes
• Regulations for transports of dangerous cargoes.
International (and often national) transports of dangerous cargoes may be subject to
several dangerous cargoes transport regulations, depending on the final destination
and the modes of transport used.
The international regulations are: Air transport - DGR

Rail transport - RID
Road transport - ADR
Sea transport - IMDG
The IMDG-code is usually the most rigorous one but some national regulations (e.g.
USA) is more rigorous.
• Classes
Dangerous goods are divided into nine main classes:
1. Explosives
2. Gases
3. Flammable liquids
4. Flammable solids
5. Oxidising substances (agents) and organic peroxides
6. Toxic and infectious substances
7. Radioactive materials
8. Corrosives
9. Miscellaneous dangerous substances and articles
Dangerous cargoes should not be packed in the same CTU with incompatible cargoes.
In some instances even cargoes of the same class are incompatible with each other
and should not be packed in the same unit. Guidelines of correct collective
consignments can be found in the regulations.
• Placarding
Placards and, if applicable for marine transport, “MARINE POLLUTANT” marks and
other signs should be affixed to the exterior surfaces of a CTU or unit load or overpack
to provide a warning that the contents of the unit are dangerous cargoes and present
risks, unless the labels, marks or signs affixed to the packages are clearly visible from
the exterior of the unit.
All cargo items inside a CTU should be marked.
51
CHAPTER 13: PACKING AND SECURING OF DANGEROUS CARGOES
Placards on container, railcar and trailer
• Certification
For transport by sea it is required that the person responsible for the packing of
dangerous cargoes into a container or road vehicle shall provide a signed Container
Packing Certificate or Vehicle Declaration stating that the cargo in the unit has been
properly packed and secured and that all applicable transport requirements are met.
The one responsible ensures that:
- The CTU was clean, dry and apparently fit to receive the cargoes.
- If the consignments include cargoes of class 1, other than division 1.4, the CTU
is structurally serviceable in conformity with section 12 of the introduction to
class 1 of the IMDG Code.
- No incompatible cargoes have been packed into the CTU (unless authorised by
the competent authority concerned).
- All packages have been externally inspected for damage, leakage or shifting,
and only sound packages have been packed.
- All packages have been properly packed into the CTU and secured.
- Drums have been stowed in an upright position, unless otherwise authorised by
the competent authority.
- The CTU and the packages therein are properly marked, labelled and placarded.
- When solid carbon dioxide (CO2 – dry ice) is used for cooling purposes, the CTU
is externally marked or labelled in a conspicuous place, e.g. at the door end, with
the words:
“DANGEROUS CO2 GAS (DRY ICE) INSIDE.
VENTILATE THOROUGHLY BEFORE ENTERING.”
- The dangerous goods declaration has been received for each dangerous
cargoes consignment packed in the CTU.
52
CHAPTER 14: THEORETICAL EXERCISES
Chapter 14 Theoretical exercises

TASK 1
How many top-over lashings (webbing with MSL = 1.3 ton and PT = 0.4 ton) are
required according to the ”Quick Lashing Guide C” to secure a wooden box on an open
20-ft flat rack with a wooden floor according to the figure below? The weight of the box
is 2.4 ton and it is not blocked in any direction. The transport will be in sea area C.
L=2m B=2m
H = 2,4 m
Side view Back view
Top view
Coefficient of friction =
Required number of top-over lashings to prevent sliding sideways =
Required number of top-over lashings to prevent sliding forward =
Required number of top-over lashings to prevent sliding backward =
H/B =
Number of rows =
Required number of top-over lashings to prevent tipping sideways =
H/L =
Required number of top-over lashings to prevent tipping forward =
Required number of top-over lashings to prevent tipping backward =
ANSWER: Required number of top-over lashings = ______________________

53
TASK 2
required according to the ”Quick Lashing Guide C” to secure a wooden box on an open
20-ft flat rack with a wooden floor according to the figure below? The weight of the box
is 2.4 ton and it is not blocked in any direction. The transport will be in sea area C. 4 tag
washers (48×65) are placed under the box.
L=2m B=2m
H = 2,4 m
Side view Back view
Top view
Cargo weight in ton prevented from sliding sideways by 4 tag washers =

Remaining cargo weight to be secured by top-over lashings =
Cargo weight in ton prevented from sliding forward/backward by 4 tag washers =

Remaining cargo weight to be secured by top-over lashings =
Required number of top-over lashings to prevent sliding forward/backward =
H/B = Number of rows =
H/L =
54
TASK 3
required according to the ”Quick Lashing Guide C” to secure a wooden box on a 20-ft
flat rack with a wooden floor according to the figure below? The weight of the box is 2.4
ton and it is blocked in all directions. The transport will be in sea area C.
L=2m B=2m
H=2m
Side view Back view
Top view
H/B =
Number of rows =
H/L =
55
TASK 4
A courtainsider with a platform bed of grooved aluminium is loaded with wooden boxes
with the following size: L × b × H = 1,7 × 0,8 × 2,4 m, according to figure below. The
boxes are stowed in three rows. The weight of each box is 1 ton. How many top-over
lashings (webbing with MSL = 1.3 ton and PT = 0.4 ton) are required per section
according to the ”Quick Lashing Guide B” to prevent them from sliding and tipping
sideways and backward? The transport will be in sea area B.
b= b= b=
L = 1,7 m 0,8 m 0,8 m 0,8 m
H = 2,4 m
Side view Back view
Top view
Weight of cargo per section =
Required number of top-over lashings to prevent sliding backward =
H/B =
Number of rows =
H/L =
ANSWER: Required number of top-over lashings per section = _____________
56
TASK 5
A wooden box is placed on a covered trailer with a platform bed of steel sheet
according to the figure below. How many lashings (chain with MSL = 5 ton and PT = 1
ton) are required to secure the box according to the ”Quick Lashing Guide C”? The
weight of the box is 20 ton and is blocked forward against the headboard and backward
against the rear board. The transport will be in sea area C.
L = 12 m B=1m
H=1m
Side view
Back view
Top view
Weight of cargo =

Alternatively
Required number of loop lashing pairs to prevent sliding sideways =
H/B =
Number of rows =

Alternatively
Required number of loop lashing pairs to prevent tipping sideways =
Required number of loop lashing pairs = ______________________
57
TASK 6
Shrink filmed finepaper pallets are stowed two in height on a covered vehicle with a
platform bed of wood according to the figure below. How many top-over lashings
(webbing with MSL = 1.3 ton and PT = 0.4 ton) are required per section according to
the ”Quick Lashing Guide A” to prevent the pallets from sliding and tipping sideways?
The weight of each pallet is 0,8 ton. Use method 1 (simple). The transport will be in sea
area A.
b= b=
1m 1m
wood –
shrink film
h = 1,2 m
wood – h = 1,2 m
wood
Back view
Coefficient of friction against the platform bed =
Coefficient of friction between the layers =
Coefficient of friction to use =
Weight of section =
H/B =
Number of rows =
Weight of section =
58
TASK 7
Shrink filmed finepaper pallets are stowed two in height on a covered vehicle with a
platform bed of wood according to the figure below. How many top-over lashings
(webbing with MSL = 1.3 ton and PT = 0.4 ton) are required per section according to
the ”Quick Lashing Guide A” to prevent the pallets from sliding and tipping sideways?
The weight of each pallet is 0,8 ton. Use method 2 (advanced). The transport will be in
sea area A.
b= b=
1m 1m
wood –
shrink film
h = 1,2 m
wood – h = 1,2 m
wood
Back view
Coefficient of friction against the platform bed =
Weight of section =
Required number of top-over lashings to prevent sliding sideways on the platform bed =
Coefficient of friction between the layers =
Weight of the top layer =
Required number of top-over lashings to prevent the top layer from sliding sideways on
the bottom layer =
H/B =
Number of rows =
Weight of section =
59
TASK 8
A heat exchanger in a wooden box is placed on a covered vehicle with a platform bed
of wood according to figure below. The box has the following size: L × B × H = 7 m × 1,8
m × 2,4 m . The weight of the heat exchanger is 8 ton. The centre of gravity (c.o.g.) is
situated according to measures in the figure. Decide with help from the “Quick Lashing
Guide B” the best way to secure the heat exchanger using webbing with MSL = 1.3 ton
and PT = 0.4 ton. The transport will be in sea area B.
L =2,5 m
B=0,7m
H = 1,5 m c.o.g.
c.o.g.
Side view
Back view
Top view

Required number of top-over lashings to prevent sliding forward/backward =
Alternatively
Required number of loop lashing pairs to prevent sliding sideways =
Required number of spring lashings to prevent sliding forward/backward =
H/B = Number of rows =

Required number of loop lashing pairs to prevent tipping sideways =
H/L (forward) =
Alternatively
Required number of spring lashings to prevent tipping forward =
H/L (backward) =
Alternatively
Required number of spring lashings to prevent tipping backward =
ANSWER: Required number of lashings = ______________________
60
CHAPTER 15: PRACTICAL EXERCISES
Chapter 15 Practical exercises

• Demonstration
The angle of inclination is measured when the cargo starts to slide or tip.
Unit no. Length Breadth Height Weight Sliding Tipping Coefficient

cm cm cm kg angle * angle * of friction
The coefficient of friction is found in the diagram below as a function of the sliding
angle.
0,8
Coefficient of friction
0,6
0,4
0,2
0
0 10 20 30 40
Angle of inclination
*/
If the demonstration is done by pulling the units, the pulling force in kg should be
noted instead and the coefficient of friction is calculated according to the following
formula:
Pulling force
µ=
Weight of cargo
61
• Practical method for the determination of the efficiency of a

securing arrangement
The efficiency of a securing arrangement can be tested by a practical inclining test
according to the following description.
The cargo (alternatively one section of the cargo) is placed on a lorry platform or
similar and secured in the way intended to be tested.
The securing arrangement is tested by gradually increasing the inclination of the

platform to an angle (alfa) according to the diagrams below. The inclination is a
function of the following parameters:
• the combination of horizontal and vertical accelerations for the intended

mode of transportation
• the coefficient of friction µ between the cargo and the platform bed or
between cargo units if stapled
80
70
60
Inclination (alfa)
4
50
40
3
30
2
20
1
10
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Coefficient of friction, µ
Curve Mode of transportation

no.
Sideways at road transport
1
Sideways in sea area A (Baltic Sea)
2 Sideways in sea area B (North Sea)
3 Sideways in sea area C (unrestricted)
Forward at road transport
4 Forward and backward at rail transport
62
80
70
60
7
Inclination (alfa)
50
40 8 6
30
5
20
10
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Coefficient of friction, µ
Curve Mode of transportation

no.
5 Forward and backward in sea area A (Baltic Sea)
6 Forward and backward in sea area B (North Sea)
7 Forward and backward in sea area C (unrestricted)
8 Sideways at rail transport
The securing arrangement is regarded as complying with the requirements if the

cargo is kept in position with limited movements when inclined to the prescribed
inclination (alfa).
The test method will subject the securing arrangement to stresses and great care
should be taken to prevent the cargo from falling off the platform during the test. If
large weights are tested the entire platform should be prevented from tipping as well.
63
64
CHAPTER 16: INSPECTIONS
Chapter 16 Inspections
• Checklist on cargo securing
Transport mode CTU - type
r Road r Truck r Trailer r Semi-trailer r Box type r Back doors
r Sea A
r Sea B r Container r Railcar r Cover/stake r Side doors r
r Sea C Reg. no. truck/container/railcar Reg. no. trailer/semi-trailer Shipper
r Rail (combi)
r Rail
Pos. Cargo Number of units Quantity Number of lashings Blocking Other
and type (kg/litre) type, MSL and PT Yes No
A r r
B r r
C r r
D r r
Consignor: Tel.
Placement of cargo
Driving direction
Top view
Side view Back view
Pos. Description of defects

A
65
IMO MODEL COURSE QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
QUICK LASHING GUIDE

Cargo Securing on CTUs
for Transportation on
Road and in Sea Area A
C
A
B
Accelerations to be expected expressed in parts of the gravity

acceleration (1g = 9.81 m/s2)
Transport mode/ Sideways Forward Backward

Sea area S V F V B V
Road 0.5 1.0 1.0 1.0 0.5 1.0
A (Baltic Sea) 0.5 1.0 0.3 1 ± 0.5 0.3 1 ± 0.5
V = Vertical acceleration in combination with longitudinal or transverse acceleration
Goods; not rigid in form

If the goods isn’t rigid in form, more lashings than stipulated in this quick
lashing guide could be required.
• All dimensions referred to as ton are equal to metric ton of 1000 kg.
1
• Sideways, forward and backward refers to a fore-and-aft stowed CTU.
BLOCKING
Blocking means that the cargo is stowed against fixed blocking structures and
fixtures on the CTU. Clumps, wedges, dunnage, dunnage bags and other devices
which are supported directly or indirectly by fixed blocking structures are also
blocking.
Blocking is first of all a method to prevent the cargo from sliding, but if the
blocking reaches up to or above the cargo’s centre of gravity it also prevents
tipping. Blocking should be used as far as possible.
Section
Row
LASHING METHODS
Top-over lashing
When using the tables for top-over lashing
the angle between the lashing and the
platform bed is of great importance. The
tables are valid for an angle between 75°-
90°. If the angle is between 30°- 75° twice
the number of lashings are needed. If the
angle is smaller than 30° another cargo
securing method should be used.
2
Loop lashing
A pair of loop lashings prevents the

cargo from sliding and tipping
sideways. Minimum one pair of loop
lashings per section should be used.
When long cargo units are secured with

loop lashings at least two pairs should
be used to prevent the cargo from
twisting.
Straight/cross lashing
The tables are valid for an angle of 30

- 60° between the lashing and the
platform bed.
TOP VIEW
Sideways/lengthways the lashing angle
should also be between 30 - 60°. If the
cargo unit is blocked forward and
backward, and the lashings are placed
with an angle of 90° towards the
longitudinal axle, the cargo weight in
the tables may be doubled.
SIDE VIEW Allowed fixing

area for right and
left lashings
Allowed fixing area
for left lashings
Allowed fixing
area for right
The allowable areas for fixing the lashings
lashings on the cargo unit is bounded 45°
by straight lines (one for each side), Not allowed

drawn through the centre of gravity in fixing area
for lashings
an angle of 45°.
When the lashings are fixed above the centre of gravity, the unit may also has to
be blocked in the bottom to prevent sliding.
3
Spring lashing
A spring lashing is mainly used to prevent cargo from sliding and tipping
forward or backward.
The angle between the lashing and the platform bed should be maximum 45°.
There are a number of ways to apply a spring lashing. If the spring lashing
doesn’t act at the top of the cargo the weights in the tables for cargo weights
prevented from tipping is decreased. Ex: if the spring lashing acts at half the
height of the cargo it secures half the values in the table only.
Note.
- Alternative A is not fully effective for avoiding tipping.
- Alternative C have two parts and secures twice the values in the tables.
SUPPORTING EDGE BEAM

In some cases less lashings are needed than
the number of sections that are to be secured.
Since each unit has to be secured, the effect
of the lashings can in these cases be spread
out with supporting edge beams. The edge
beams can be manufactured profiles or be
home made of deals (minimum 25×100 mm)
nailed together. At least one lashing should
be applied per each end section and per every
second section.
4
FRICTION
Different material contacts have different coefficients of friction. The table below shows
recommended values for the coefficient of friction. The values are valid provided that both
contact surfaces are dry, clean and free from frost, ice and snow. The values are valid for the
static friction.
If the cargo starts to slide the friction is changed from static to sliding friction. Sliding friction
is lower than the static friction. When using a cargo securing method permitting the cargo to
move a little the friction to be used should be 70% of the static friction. This effect is included
in the tables for loop, spring and straight/cross lashings.
MATERIAL COMBINATION COEFFICIENT

IN THE OF FRICTION
CONTACT AREA µ-static
SAWN TIMBER/WOODEN PALLET
Sawn timber against plywood/plyfa/wood 0.5
Sawn timber against grooved aluminium 0.4
Sawn timber against steel metal 0.4
Sawn timber against shrink film 0.3
SHRINK FILM
Shrink film against plyfa 0.3
Shrink film against grooved aluminium 0.3
Shrink film against steel metal 0.3
Shrink film against shrink film 0.3
CARDBOARD (UNTREATED)
Cardboard against cardboard 0.5
Cardboard against wooden pallet 0.5
BIG BAG
Big bag against wooden pallet 0.4
STEEL AND SHEET METAL
Flat steel against sawn timber 0.5
Unpainted rough sheet metal against sawn timber 0.5
Painted rough sheet metal against sawn timber 0.5
Unpainted rough sheet metal against unpainted rough sheet metal 0.4
Painted rough sheet metal against painted rough sheet metal 0.3
Painted metal barrel against painted metal barrel 0.2
When a combination of contact surfaces is missing in the table above or if it's co-efficient of
friction can’t be verified in another way, the maximum allowed µ-static to be used is 0.3\* .
µ-static used on open CTU:s to be maximum 0.3 as the surfaces can be wet during the sea
transport.
\*
See also CSS annex 13 § 7.2.1 and valid road regulations
5
LASHING EYES
The lashing eyes should have at least the same strength in MSL as the lashings.
For loop lashings the lashing eyes should at least have the strength of 1.4×MSL
of the lashings if both ends of the lashings are fixed to the same eye.
TIPPING
Layer
Definition of H, B and L which are to be used in the tables for tipping for cargo
units with the centre of gravity close to its geometrical centre.
Definition of H, B and L which are to

be used in the tables for tipping for
cargo units with the centre of gravity
away from its geometrical centre.
FORWARD
BACKWARD
REQUIRED NUMBER OF LASHINGS

The required number of lashings to prevent sliding and tipping is calculated by
the help of the tables on page 7 – 11 according to the following procedure:
1. Calculate the required number of lashings to prevent sliding
2. Calculate the required number of lashings to prevent tipping
3. The largest number of the above is selected
Even if there is neither sliding nor tipping risk, it is recommended to always use
at least one top-over lashing per every 4 ton of cargo to avoid wandering for non
blocked cargo.
6
TOP-OVER LASHING
The tables are valid for webbing with a pre tension of
minimum 4000 N (400 kg).
The values in the tables are proportional to the lashings’
pre tension.
The weights in the tables are valid for one top-over
lashing.
TOP-OVER LASHING Cargo weight in ton prevented

SLIDING from sliding
µ SIDEWAYS FORWARD BACKWARD
0.0 0 0 0
0.1 0.2 0.1 0.2
0.2 0.5 0.2 0.5
0.3 1.2 0.3 1.2
0.4 3.2 0.5 3.2
0.5 No sliding 0.8 8.0
0.6 No sliding 1.2 No sliding
TOP-OVER LASHING - TIPPING

Cargo weight in ton prevented from tipping
SIDEWAYS FORWARD BACKWARD
H/B 1 row 2 rows 3 rows 4 rows 5 rows H/L per section per section
0.6 No tipping No tipping No tipping 6.8 3.1 0.6 No tipping No tipping
0.8 No tipping No tipping 5.9 2.2 1.5 0.8 No tipping No tipping
1.0 No tipping No tipping 2.3 1.3 1.0 1.0 No tipping No tipping
1.2 No tipping 4.9 1.4 0.9 0.7 1.2 4.0 No tipping
1.8 No tipping 1.2 0.6 0.5 0.4 1.8 1.0 20

2.0 No tipping 0.9 0.5 0.4 0.3 2.0 0.8 8.0
2.2 7.9 0.8 0.5 0.4 0.3 2.2 0.6 5.0
2.4 4.0 0.7 0.4 0.3 0.3 2.4 0.5 3.6
2.6 2.6 0.6 0.4 0.3 0.2 2.6 0.5 2.6
2.8 2.0 0.5 0.3 0.2 0.2 2.8 0.4 2.0
3.0 1.6 0.4 0.3 0.2 0.2 3.0 0.4 1.6
A top-over lashing preventing tipping forward and backward has to be placed

centred on the cargo.
7
LOOP LASHING
The tables are valid for webbing with a MSL of 13 kN (1.3
ton) and a pre tension of minimum 4000 N (400 kg).
The weights in the tables below are valid for one pair of
loop lashings.
LOOP LASHING Cargo weight in ton

SLIDING prevented from sliding
µ SIDEWAYS
The values in
0.0 2.6 the table are
0.1 3.3 proportional to
0.2 4.2 the lashings’
0.3 5.6 maximum
0.4 7.8 securing load
0.5 No sliding (MSL).
LOOP LASHING - TIPPING

SIDEWAYS
H/B 1 row 2 rows 3 rows 4 rows 5 rows
0.6 No tipping No tipping No tipping 13 6.6
0.8 No tipping No tipping 10 4.4 3.3
1.0 No tipping No tipping 4.1 2.6 2.2
1.2 No tipping 7.1 2.5 1.9 1.6
1.4 No tipping 3.5 1.8 1.4 1.3
1.6 No tipping 2.3 1.4 1.2 1.1
1.8 No tipping 1.7 1.2 1.0 0.9 The values
2.0 No tipping 1.4 1.0 0.8 0.8 in the table
2.2 7.9 1.1 0.8 0.7 0.7 are pro-
2.4 4.0 1.0 0.7 0.7 0.6 portional to
2.6 2.6 0.8 0.7 0.6 0.6 the lashings’
2.8 2.0 0.7 0.6 0.5 0.5 pre tension.
3.0 1.6 0.7 0.5 0.5 0.5
8
STRAIGHT/CROSS LASHING
The tables are valid for webbing with a MSL of 13 kN
(1.3 ton) and a pre tension of minimum 4000 N (400
kg). The values in the tables are proportional to the
lashings’ maximum securing load (MSL).
All weights are valid for one straight/cross lashing.
STRAIGHT/ Cargo weight in ton prevented from sliding

SIDEWAYS
CROSS LASHING µ per side
FORWARD BACKWARD
SLIDING 0.0 0.6 0.3 0.6
0.1 0.9 0.4 0.9
0.2 1.3 0.5 1.3
0.3 1.9 0.7 1.9
0.4 2.9 0.9 2.9
0.5 No sliding 1.1 5.8
STRAIGHT/CROSS LASHING - TIPPING

SIDEWAYS
H/B H/L FORWARD BACKWARD
per side
0.6 No tipping 0.6 No tipping No tipping
1.2 No tipping 1.2 3.6 No tipping
1.8 No tipping 1.8 1.1 23
2.0 No tipping 2.0 1.0 10
2.2 10 2.2 0.8 6.6
2.4 5.6 2.4 0.8 5.1
2.6 4.0 2.6 0.7 4.0
2.8 3.1 2.8 0.7 3.1
3.0 2.6 3.0 0.6 2.6
9
SPRING LASHING
The weights in the tables are valid for one spring
lashing.
SPRING LASHING Cargo weight in ton

µ FORWARD BACKWARD
0.0 1.8 3.7
0.1 2.1 4.6
0.2 2.4 5.9
0.3 2.8 7.8
0.4 3.3 10
0.5 3.9 20
0.6 4.6 No sliding
0.7 5.5 No sliding
SPRING LASHING - TIPPING

H/L FORWARD H/L BACKWARD
0.6 No tipping 0.6 No tipping
1.2 22 1.2 No tipping
1.8 8.4 1.8 169
2.0 7.5 2.0 75
2.2 6.9 2.2 51
2.4 6.4 2.4 41
2.6 6.1 2.6 32
2.8 5.8 2.8 26
3.0 5.6 3.0 22
10
TABLES TO BE USED IN COMBINATION WITH TABLE FOR

TOP-OVER LASHING
TAG WASHER
Approx. cargo weight in ton prevented from sliding
by one tag washer in combination with top-over lashing only
SIDEWAYS/BACKWARD
Friction \** ∅ 48 ∅ 62 ∅ 75 ∅ 95 30×57 48×65 130×130
Open CTU – Road
0.40 0.55 0.75 1.0 0.40 0.55 1.2
(µ = 0.2)
Open CTU – Sea
0.60 0.85 1.1 1.5 0.60 0.85 1.8
(µ = 0.3)
Covered CTU
1.2 1.7 2.2 3.0 1.2 1.7 3.7
(µ = 0.4)
FORWARD
Open CTU – Road
0.10 0.20 0.25 0.35 0.10 0.20 0.45
(µ = 0.2)
Open CTU – Sea
0.15 0.25 0.30 0.40 0.15 0.25 0.50
(µ = 0.3)
Covered CTU
0.20 0.30 0.35 0.50 0.20 0.30 0.60
(µ = 0.4)
\**
Between tag washer and platform bed/cargo. For tag washers in shrink film the
rows for friction 0.3 to be used.
4” - NAIL
Approximate cargo weight in ton prevented from sliding
by one nail in combination with top-over lashing only
SIDEWAYS FORWARD BACKWARD
Friction \*** per side, 4”- nail 4”- nail 4”- nail
blank galvanised blank galvanised blank galvanised
Open CTU – Road, µ = 0.2 0.35 0.50 0.10 0.20 0.35 0.50
Open CTU – Sea, µ = 0.3 0.55 0.80 0.15 0.20 0.55 0.80
Covered CTU, µ = 0.4 1.1 1.6 0.15 0.25 1.1 1.6
Covered CTU, µ = 0.5 No slid. No sliding 0.20 0.30 2.3 3.2
Covered CTU, µ = 0.6 No slid. No sliding 0.25 0.40 No slid. No sliding
Covered CTU, µ = 0.7 No slid. No sliding 0.35 0.50 No slid. No sliding
\***
Between cargo and platform bed.
11
Methods to be used when calculating the number of required

top-over lashings for cargo stowed in more than one layer
Method 1 (simple)
1. Determine the number of lashings to prevent
sliding using the weight of the entire section
and the lowest friction of any of the layers.
tipping.
3. The largest number of lashings in step 1 and 2
are to be used.
Method 2 (advanced)
1. Determine the number of lashings to prevent sliding using the weight of the
entire section and the friction for the bottom layer.
section’s upper layer and the friction between the layers.
3. Determine the number of lashings for the entire section which is required to
prevent tipping.
4. The largest number of lashings in step 1 to 3 are to be used.
12
EXAMPLE ON HOW TO USE THE QUICK LASHING GUIDE
A wooden box shall be transported in sea area A. The box is stowed on a flat rack with
wooden floor and has a weight of 4 ton. Length = 3.0 m, breadth = 1.2 m and height = 2.6 m.
How many top-over lashings are required if four tag washers (48×65) are placed symmetrical
under the box? The box is stowed against the headboard and is thus prevented from sliding
forward. Webbings with MSL=13 kN (1.3 ton) are to be used.
Answer
Sliding:
According to page 5 the coefficient of friction is 0.3 (open CTU).
Sideways
According to table on page 11 each tag washer prevents 0.8 ton cargo from sliding sideways.
0.8 ton remains thus to secure (4 - 4 × 0.8).
According to table on page 7 one top-over lashing prevents 1.2 ton cargo from sliding
sideways.
Thus one top-over lashing are required to prevent sliding sideways.
Forward
The box is blocked against the headboard and thus prevented from sliding.
Backward
According to table on page 11 each tag washer prevents 0.8 ton cargo from sliding backward.
backward.
Thus one top-over lashing is required to prevent sliding backward.
Tipping:
Sideways H/B = 2.6/1.2 = 2.17 → 2.2.
According to table on page 7 one top-over lashing prevents 7.9 ton cargo from tipping
sideways.
Thus one top-over lashings is required to prevent tipping sideways.
Forward
The box is blocked against the headboard and thus prevented from tipping.
Backward H/L = 2.6/3 = 0.87 → 1.0.

According to table on page 7 there is no tipping risk backward.
One lashing is required for preventing sliding sideways, one for sliding backward and one for
tipping sideways. Thus one top-over lashing is required in addition to the four tag washers.
13
SAFE PACKING OF CTUs SEA AREA B
QUICK LASHING GUIDE

Cargo Securing on CTU:s
for Transportation in
Sea Area B
C
A
B

Sea area Sideways Forward/Backward

S V F/B V
B (North Sea and
0.7 1.0 0.3 1 ± 0.7
Mediterranean)

1
BLOCKING
blocking.
Section
Row
LASHING METHODS
Top-over lashing
2
Loop lashing


twisting.

platform bed.
TOP VIEW

area for right and
left lashings
Allowed fixing area
for left lashings
Allowed fixing
area for right

for lashings
an angle of 45°.
3
Spring lashing
Note.

second section.
4
FRICTION
static friction.

IN THE OF FRICTION
SHRINK FILM
BIG BAG
When a combination of contact surfaces is missing in the table above or if it's co-efficient of
µ-static used on open CTUs to be maximum 0.3 as the surfaces can be wet during the sea
transport.
\*
See also CSS annex 13 § 7.2.1
5
LASHING EYES
TIPPING
Layer

FORWARD
BACKWARD

blocked cargo.
6
WEBBING / TOP-OVER LASHING

pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0 0
0.1 0.1 0.2
0.2 0.3 0.6
0.3 0.6 1.1
0.4 1.0 1.7
0.5 2.0 2.6
0.6 4.8 4.0
0.7 No sliding 6.2

SIDEWAYS FORWARD/BACKWARD
H/B 1 row 2 rows 3 rows 4 rows 5 rows H/L per section
0.6 No tipping No tipping 4.5 2.0 1.4 0.6 No tipping
0.8 No tipping 8.2 1.7 1.1 0.8 0.8 No tipping
1.2 No tipping 1.4 0.7 0.5 0.4 1.2 13.3

1.4 No tipping 1.0 0.6 0.4 0.4 1.4 6.6
1.6 6.6 0.8 0.5 0.3 0.3 1.6 4.4
1.8 3.0 0.6 0.4 0.3 0.2 1.8 3.3
2.0 2.0 0.5 0.3 0.2 0.2 2.0 2.6
2.2 1.4 0.4 0.3 0.2 0.2 2.2 2.2
2.4 1.1 0.4 0.2 0.2 0.2 2.4 1.9
2.6 0.9 0.3 0.2 0.2 0.1 2.6 1.6
2.8 0.8 0.3 0.2 0.2 0.1 2.8 1.4
3.0 0.7 0.3 0.2 0.1 0.1 3.0 1.3

7
WEBBING / LOOP LASHING

(1.3 ton) and a pre tension of minimum 4000 N (400 kg).
loop lashings.

µ SIDEWAYS
The values in
0.3 3.3 maximum
0.5 5.1 (MSL).
0.6 6.8
0.7 No sliding

SIDEWAYS
0.8 No tipping 11.9 3.0 2.1 1.8
1.0 No tipping 3.5 1.8 1.4 1.3
1.2 No tipping 2.1 1.3 1.1 1.0
1.4 No tipping 1.4 1.0 0.9 0.8
1.6 6.6 1.1 0.8 0.7 0.7
1.8 3.0 0.9 0.7 0.6 0.6 The values
2.0 2.0 0.7 0.6 0.5 0.5 in the table
2.2 1.4 0.6 0.5 0.5 0.4 are pro-
2.4 1.1 0.6 0.5 0.4 0.4 portional to
2.6 0.9 0.5 0.4 0.4 0.4 the lashings’
2.8 0.8 0.4 0.4 0.3 0.3 pre tension.
3.0 0.7 0.4 0.3 0.3 0.3
8
WEBBING / STRAIGHT/CROSS LASHING


SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 0.4 1.1
0.1 0.6 1.4
0.2 0.8 1.9
0.3 1.1 2.4
0.4 1.5 3.0
0.5 2.1 3.7
0.6 2.9 4.7
0.7 No sliding 5.8

SIDEWAYS
H/B H/L FORWARD/BACKWARD
per side
1.2 No tipping 1.2 12
1.4 No tipping 1.4 6.6
1.6 7.2 1.6 4.8
1.8 3.5 1.8 3.8
2.0 2.5 2.0 3.3
2.2 1.9 2.2 2.9
2.4 1.6 2.4 2.6
2.6 1.4 2.6 2.5
2.8 1.3 2.8 2.3
3.0 1.2 3.0 2.2
9
WEBBING / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 6.2
0.1 7.2
0.2 8.3
0.3 9.6
0.4 11
0.5 13
0.6 15
0.7 18

FORWARD / FORWARD /
H/L BACKWARD
H/L BACKWARD
1.2 75 2.6 20
1.4 43 2.8 19
1.6 33 3.0 18
1.8 28
10
CHAINS / TOP-OVER LASHING

The tables are valid for chains with a pre tension of
minimum 10 kN (1000 kg).
pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0 0
0.1 0.3 0.7
0.2 0.8 1.6
0.3 1.5 2.8
0.4 2.6 4.4
0.5 5.0 6.6
0.6 12 10
0.7 No sliding 15

0.6 No tipping No tipping 11 5.0 3.5 0.6 No tipping
0.8 No tipping 20 4.3 2.7 2.1 0.8 No tipping
1.2 No tipping 3.6 1.9 1.4 1.2 1.2 33

1.4 No tipping 2.5 1.5 1.1 1.0 1.4 16
1.6 16 2.0 1.2 0.9 0.8 1.6 11
1.8 7.6 1.6 1.0 0.8 0.7 1.8 8.3
2.0 5.0 1.3 0.9 0.7 0.6 2.0 6.6
2.2 3.7 1.1 0.8 0.6 0.5 2.2 5.5
2.4 2.9 1.0 0.7 0.6 0.5 2.4 4.7
2.6 2.4 0.9 0.6 0.5 0.4 2.6 4.1
2.8 2.0 0.8 0.6 0.5 0.4 2.8 3.7
3.0 1.8 0.7 0.5 0.4 0.4 3.0 3.3

11
CHAINS / LOOP LASHING

The tables are valid for chains with a MSL of 50 kN (5.0
ton) and a pre tension of minimum 10 kN (1000 kg).
loop lashings.

µ SIDEWAYS
The values in
0.2 10 the lashings’
0.3 12 maximum
0.4 15 securing load
0.5 19 (MSL).
0.6 25
0.7 No sliding

SIDEWAYS
0.8 No tipping 29 7.5 5.4 4.6
1.0 No tipping 8.9 4.6 3.7 3.3
1.2 No tipping 5.2 3.3 2.8 2.5
1.4 No tipping 3.7 2.6 2.3 2.1
1.6 16 2.8 2.1 1.9 1.8
1.8 7.6 2.3 1.8 1.6 1.5 The values
2.0 5.0 1.9 1.6 1.4 1.3 in the table
2.2 3.7 1.7 1.4 1.3 1.2 are pro-
2.4 2.9 1.5 1.2 1.1 1.1 portional to
2.6 2.4 1.3 1.1 1.0 1.0 the lashings’
2.8 2.0 1.2 1.0 0.9 0.9 pre tension.
3.0 1.8 1.1 0.9 0.9 0.8
12
CHAINS / STRAIGHT/CROSS LASHING

The tables are valid for chains with a MSL of 50 kN
(5.0 ton) and a pre tension of minimum 10 kN (1000

SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 1.7 4.1
0.1 2.4 5.5
0.2 3.3 7.1
0.3 4.4 9.1
0.4 5.8 11
0.5 7.9 14
0.6 10 17
0.7 No sliding 22

SIDEWAYS
per side
1.6 27 1.6 18
1.8 13 1.8 14
2.0 9.3 2.0 12
2.2 7.4 2.2 11
2.4 6.2 2.4 10
2.6 5.4 2.6 9.3
2.8 4.9 2.8 8.7
3.0 4.5 3.0 8.3
13
CHAINS / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 23
0.1 27
0.2 31
0.3 36
0.4 41
0.5 48
0.6 57
0.7 68

FORWARD / FORWARD /
H/L H/L
BACKWARD BACKWARD
1.2 282 2.6 76
1.4 164 2.8 73
1.6 125 3.0 70
1.8 106
14
STEEL STRAPPING /TOP-OVER LASHING

The tables are valid for steel strapping with a pre
tension of minimum 2400 N (240 kg).
pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0 0
0.1 0 0.1
0.2 0.1 0.4
0.3 0.3 0.6
0.4 0.6 1.0
0.5 1.2 1.6
0.6 2.8 2.4
0.7 No sliding 3.7

0.6 No tipping No tipping 2.7 1.2 0.8 0.6 No tipping
1.2 No tipping 0.8 0.4 0.3 0.2 1.2 8.0
1.4 No tipping 0.6 0.3 0.2 0.2 1.4 4.0
1.6 4.0 0.4 0.3 0.2 0.2 1.6 2.6
1.8 1.8 0.3 0.2 0.2 0.1 1.8 2.0
2.0 1.2 0.3 0.2 0.1 0.1 2.0 1.6
2.2 0.8 0.2 0.1 0.1 0.1 2.2 1.3
2.4 0.7 0.2 0.1 0.1 0.1 2.4 1.1
2.6 0.5 0.2 0.1 0.1 0.1 2.6 1.0
2.8 0.5 0.2 0.1 0.1 0.1 2.8 0.8
3.0 0.4 0.1 0.1 0.1 0 3.0 0.8

15
STEEL STRAPPING /LOOP LASHING

The tables are valid for steel strapping with a MSL of 17
kN (1.7 ton) and a pre tension of minimum 2400 N (240
kg).
loop lashings.

µ SIDEWAYS
The values in
0.3 4.1 maximum
0.5 6.5 (MSL).
0.6 8.5
0.7 No sliding

SIDEWAYS
0.8 No tipping 7.1 1.8 1.3 1.1
1.0 No tipping 2.1 1.1 0.8 0.7
1.2 No tipping 1.2 0.8 0.6 0.6
1.4 No tipping 0.8 0.6 0.5 0.5
1.6 4.0 0.6 0.5 0.4 0.4
1.8 1.8 0.5 0.4 0.3 0.3 The values
2.0 1.2 0.4 0.3 0.3 0.3 in the table
2.2 0.8 0.4 0.3 0.3 0.2 are pro-
2.4 0.7 0.3 0.3 0.2 0.2 portional to
2.6 0.5 0.3 0.2 0.2 0.2 the lashings’
2.8 0.5 0.2 0.2 0.2 0.2 pre tension.
3.0 0.4 0.2 0.2 0.2 0.2
16
STEEL STRAPPING / STRAIGHT/CROSS LASHING

The tables are valid for steel strapping with a MSL of
17 kN (1.7 ton) and a pre tension of minimum 2400 N
(240 kg). The values in the tables are proportional to
the lashings’ maximum securing load (MSL).

SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 0.5 1.3
0.1 0.8 1.8
0.2 1.1 2.4
0.3 1.4 3.0
0.4 1.9 3.8
0.5 2.6 4.7
0.6 3.6 5.9
0.7 No sliding 7.3

SIDEWAYS
per side
1.6 9.0 1.6 6.0
1.8 4.5 1.8 4.8
2.0 3.1 2.0 4.1
2.2 2.4 2.2 3.7
2.4 2.0 2.4 3.3
2.6 1.8 2.6 3.1
2.8 1.6 2.8 2.9
3.0 1.5 3.0 2.7
17
STEEL STRAPPING / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 7.9
0.1 9.1
0.2 10
0.3 12
0.4 14
0.5 16
0.6 19
0.7 23

FORWARD / FORWARD /
H/L H/L
BACKWARD BACKWARD
1.2 94 2.6 25
1.4 55 2.8 24
1.6 42 3.0 23
1.8 35
18
WIRE / TOP-OVER LASHING

The tables are valid for wire with a pre tension of
pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0 0
0.1 0.3 0.7
0.2 0.8 1.6
0.3 1.5 2.8
0.4 2.6 4.4
0.5 5.0 6.6
0.6 12 10
0.7 No sliding 15

0.6 No tipping No tipping 11 5.0 3.5 0.6 No sliding
0.8 No tipping 20 4.3 2.7 2.1 0.8 No sliding
1.0 No tipping 6.2 2.6 1.9 1.5 1.0 No sliding
1.2 No tipping 3.6 1.9 1.4 1.2 1.2 33
1.4 No tipping 2.5 1.5 1.1 1.0 1.4 16
1.6 16 2.0 1.2 0.9 0.8 1.6 11
1.8 7.6 1.6 1.0 0.8 0.7 1.8 8.3
2.0 5.0 1.3 0.9 0.7 0.6 2.0 6.6
2.2 3.7 1.1 0.8 0.6 0.5 2.2 5.5
2.4 2.9 1.0 0.7 0.6 0.5 2.4 4.7
2.6 2.4 0.9 0.6 0.5 0.4 2.6 4.1
2.8 2.0 0.8 0.6 0.5 0.4 2.8 3.7
3.0 1.8 0.7 0.5 0.4 0.4 3.0 3.3

19
WIRE / LOOP LASHING

The tables are valid for wire with a MSL of 91 kN (9.1
loop lashings.

µ SIDEWAYS
The values in
0.0 13 the table are
0.1 15 proportional to
0.3 22 maximum
0.5 35 (MSL).
0.6 46
0.7 No sliding

SIDEWAYS
0.8 No tipping 29 7.5 5.4 4.6
1.0 No tipping 8.9 4.6 3.7 3.3
1.2 No tipping 5.2 3.3 2.8 2.5
1.4 No tipping 3.7 2.6 2.3 2.1
1.6 16 2.8 2.1 1.9 1.8
1.8 7.6 2.3 1.8 1.6 1.5 The values
2.0 5.0 1.9 1.6 1.4 1.3 in the table
2.2 3.7 1.7 1.4 1.3 1.2 are pro-
2.4 2.9 1.5 1.2 1.1 1.1 portional to
2.6 2.4 1.3 1.1 1.0 1.0 the lashings’
2.8 2.0 1.2 1.0 0.9 0.9 pre tension.
3.0 1.8 1.1 0.9 0.9 0.8
20
WIRE / STRAIGHT/CROSS LASHING

maximum securing load (MSL).

SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 3.2 7.6
0.1 4.4 10
0.2 6.0 13
0.3 8.0 16
0.4 10 20
0.5 14 25
0.6 19 32
0.7 No sliding 40

SIDEWAYS
per side
1.6 49 1.6 32
1.8 24 1.8 26
2.0 17 2.0 22
2.2 13 2.2 20
2.4 11 2.4 18
2.6 10 2.6 17
2.8 9.0 2.8 16
3.0 8.2 3.0 15
21
WIRE / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 42
0.1 49
0.2 56
0.3 65
0.4 76
0.5 89
0.6 105
0.7 125

FORWARD / FORWARD /
H/L H/L
BACKWARD BACKWARD
1.2 515 2.6 139
1.4 300 2.8 133
1.6 229 3.0 128
1.8 193
22

TOP-OVER LASHING
TAG WASHER
SIDEWAYS
Friction \** ∅ 48 ∅ 62 ∅ 75 ∅ 95 30×57 48×65 130×130
Open CTU
0.30 0.40 0.55 0.75 0.30 0.40 0.90
(µ = 0.3)
Covered CTU
0.40 0.55 0.75 1.0 0.40 0.55 1.2
(µ = 0.4)
FORWARD/BACKWARD
Open CTU
0.55 0.80 1.0 1.4 0.55 0.80 1.7
(µ = 0.3)
Covered CTU
0.65 0.95 1.2 1.6 0.65 0.95 2.0
(µ = 0.4)
\**
4” - NAIL
Friction \*** per side, 4”- nail 4”- nail
blank galvanised blank galvanised
Open CTU, µ = 0.3 0.25 0.40 0.50 0.75
µ = 0.4 0.35 0.50 0.60 0.85
µ = 0.5 0.55 0.80 0.75 1.0
µ = 0.6 1.1 1.6 0.95 1.3
µ = 0.7 No sliding No sliding 1.2 1.7
\***
23

Method 1 (simple)
tipping.
are to be used.
Method 2 (advanced)
prevent tipping.
24
A wooden box shall be transported in sea area B. The box is stowed on a flat rack with
Answer
Sliding:
Sideways
sideways.
Thus four top-over lashing are required to prevent sliding sideways.
Forward
Backward
backward.
Thus one top-over lashing is required to prevent sliding backward.
Tipping:
Sideways H/B = 2.6/1.2 = 2.17 → 2.2.
sideways.
Thus three top-over lashings is required to prevent tipping sideways.
Forward
Backward H/L = 2.6/3 = 0.87 → 1.0.

According to table on page 7 there is no tipping risk backward.
Four lashings are required for preventing sliding sideways, one for sliding backward and three
for tipping sideways. Thus four top-over lashing are required in addition to the four tag
washers.
25
SAFE PACKING OF CTUs SEA AREA C
QUICK LASHING GUIDE

Cargo Securing on CTUs
for Transportation in
Sea Area C
C
A
B

Sea area Sideways Forward/Backward

S V F/B V
C (North Atlantic,
0.8 1.0 0.4 1 ± 0.8
unrestricted)

1
BLOCKING
blocking.
Section
Row
LASHING METHODS
Top-over lashing
2
Loop lashing


twisting.

platform bed.
TOP VIEW

area for right and
left lashings
Allowed fixing area
for left lashings
Allowed fixing
area for right

for lashings
an angle of 45°.
3
Spring lashing
Note.

second section.
4
FRICTION
static friction.

IN THE OF FRICTION
SHRINK FILM
BIG BAG
When a combination of contact surfaces is missing in the table above or if it's coefficient of
µ-static used on open CTU:s to be maximum 0.3 as the surfaces can be wet during the sea
transport.
\*
See also CSS annex 13 § 7.2.1
5
LASHING EYES
TIPPING
Layer

FORWARD
BACKWARD

blocked cargo.
6
WEBBING / TOP-OVER LASHING

pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0.0 0.0
0.1 0.1 0.2
0.2 0.2 0.4
0.3 0.4 0.7
0.4 0.8 1.0
0.5 1.3 1.3
0.6 2.4 1.7
0.7 5.5 2.1

0.6 No tipping No tipping 2.6 1.4 1.1 0.6 20
0.8 No tipping 3.5 1.2 0.8 0.7 0.8 6.6
1.0 No tipping 1.6 0.8 0.6 0.5 1.0 4.0
1.2 No tipping 1.0 0.6 0.4 0.4 1.2 2.8
1.4 6.6 0.8 0.5 0.3 0.3 1.4 2.2
1.6 2.8 0.6 0.4 0.3 0.2 1.6 1.8
1.8 1.8 0.5 0.3 0.2 0.2 1.8 1.5
2.0 1.3 0.4 0.3 0.2 0.2 2.0 1.3
2.2 1.0 0.3 0.2 0.2 0.2 2.2 1.1
2.4 0.8 0.3 0.2 0.2 0.1 2.4 1.0
2.6 0.7 0.3 0.2 0.1 0.1 2.6 0.9
2.8 0.6 0.2 0.2 0.1 0.1 2.8 0.8
3.0 0.5 0.2 0.1 0.1 0.1 3.0 0.8

7
WEBBING / LOOP LASHING

(1.3 ton) and a pre tension of minimum 4000 N (400 kg).
loop lashings.

µ SIDEWAYS
The values in
0.3 2.7 maximum
0.5 4.0 (MSL).
0.6 5.0
0.7 6.4

SIDEWAYS
0.8 No tipping 5.1 2.2 1.7 1.5
1.0 No tipping 2.3 1.4 1.2 1.1
1.2 No tipping 1.5 1.0 0.9 0.8
1.4 6.6 1.1 0.8 0.7 0.7
1.6 2.8 0.9 0.7 0.6 0.6
1.8 1.8 0.7 0.6 0.5 0.5 The values
2.0 1.3 0.6 0.5 0.4 0.4 in the table
2.2 1.0 0.5 0.4 0.4 0.4 are pro-
2.4 0.8 0.5 0.4 0.4 0.3 portional to
2.6 0.7 0.4 0.3 0.3 0.3 the lashings’
2.8 0.6 0.4 0.3 0.3 0.3 pre tension.
3.0 0.5 0.3 0.3 0.3 0.3
8
WEBBING / STRAIGHT/CROSS LASHING


SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 0.4 0.8
0.1 0.5 1.0
0.2 0.7 1.3
0.3 0.9 1.6
0.4 1.2 1.9
0.5 1.6 2.2
0.6 2.1 2.5
0.7 2.9 2.9

SIDEWAYS
per side
1.4 6.6 1.4 2.2
1.6 3.0 1.6 1.9
1.8 2.1 1.8 1.7
2.0 1.6 2.0 1.6
2.2 1.4 2.2 1.5
2.4 1.2 2.4 1.4
2.6 1.1 2.6 1.4
2.8 1.0 2.8 1.3
3.0 0.9 3.0 1.3
9
WEBBING / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 4.7
0.1 5.2
0.2 5.7
0.3 6.3
0.4 7.0
0.5 7.7
0.6 8.4
0.7 9.3

FORWARD / FORWARD /
H/L BACKWARD
H/L BACKWARD
0.6 56 2.0 12
0.8 25 2.2 12
1.0 18 2.4 11
1.2 16 2.6 11
1.4 14 2.8 11
1.6 13 3.0 11
1.8 13
10
CHAINS / TOP-OVER LASHING

The tables are valid for chains with a pre tension of
pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0 0
0.1 0.2 0.5
0.2 0.6 1.1
0.3 1.2 1.7
0.4 2.0 2.5
0.5 3.3 3.3
0.6 6.0 4.2
0.7 14 5.3

0.8 No tipping 8.8 3.2 2.2 1.7 0.8 16
1.0 No tipping 4.1 2.1 1.5 1.3 1.0 10
1.2 No tipping 2.6 1.5 1.2 1.0 1.2 7.1
1.4 16 2.0 1.2 0.9 0.8 1.4 5.5
1.6 7.1 1.5 1.0 0.8 0.7 1.6 4.5
1.8 4.5 1.3 0.8 0.7 0.6 1.8 3.8
2.0 3.3 1.1 0.7 0.6 0.5 2.0 3.3
2.2 2.6 0.9 0.6 0.5 0.5 2.2 2.9
2.4 2.1 0.8 0.6 0.5 0.4 2.4 2.6
2.6 1.8 0.7 0.5 0.4 0.4 2.6 2.3
2.8 1.6 0.7 0.5 0.4 0.3 2.8 2.1
3.0 1.4 0.6 0.4 0.4 0.3 3.0 2.0

11
CHAINS / LOOP LASHING

The tables are valid for chains with a MSL of 50 kN (5.0
loop lashings.

µ SIDEWAYS
The values in
0.3 10 maximum
0.5 15 (MSL).
0.6 18
0.7 24

SIDEWAYS
0.8 No tipping 12 5.5 4.3 3.7
1.0 No tipping 5.9 3.6 3.0 2.7
1.2 No tipping 3.8 2.7 2.3 2.1
1.4 16 2.8 2.1 1.9 1.8
1.6 7.1 2.2 1.8 1.6 1.5
1.8 4.5 1.9 1.5 1.4 1.3 The values
2.0 3.3 1.6 1.3 1.2 1.1 in the table
2.2 2.6 1.4 1.2 1.1 1.0 are pro-
2.4 2.1 1.2 1.0 1.0 0.9 portional to
2.6 1.8 1.1 0.9 0.9 0.8 the lashings’
2.8 1.6 1.0 0.9 0.8 0.8 pre tension.
3.0 1.4 0.9 0.8 0.7 0.7
12
CHAINS / STRAIGHT/CROSS LASHING


SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 1.5 3.1
0.1 2.1 4.0
0.2 2.8 4.9
0.3 3.6 6.0
0.4 4.7 7.1
0.5 6.1 8.3
0.6 8.0 9.7
0.7 10 11

SIDEWAYS
per side
1.4 25 1.4 8.3
1.6 11 1.6 7.3
1.8 7.9 1.8 6.7
2.0 6.2 2.0 6.2
2.2 5.2 2.2 5.8
2.4 4.6 2.4 5.5
2.6 4.1 2.6 5.3
2.8 3.8 2.8 5.1
3.0 3.5 3.0 5.0
13
CHAINS / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 17
0.1 19
0.2 21
0.3 23
0.4 26
0.5 28
0.6 31
0.7 34

FORWARD / FORWARD /
H/L H/L
BACKWARD BACKWARD
0.6 212 2.0 47
0.8 94 2.2 45
1.0 70 2.4 44
1.2 60 2.6 43
1.4 54 2.8 43
1.6 51 3.0 42
1.8 48
14
STEEL STRAPPING /TOP-OVER LASHING

The tables are valid for steel strapping with a pre
tension of minimum 2400 N (240 kg).
pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0 0
0.1 0.0 0.1
0.2 0.1 0.2
0.3 0.2 0.4
0.4 0.4 0.6
0.5 0.8 0.8
0.6 1.4 1.0
0.7 3.3 1.2

0.8 No tipping 2.1 0.7 0.5 0.4 0.8 4.0
1.0 No tipping 0.9 0.5 0.3 0.3 1.0 2.4
1.2 No tipping 0.6 0.3 0.2 0.2 1.2 1.7
1.4 4.0 0.4 0.3 0.2 0.2 1.4 1.3
1.6 1.7 0.3 0.2 0.2 0.1 1.6 1.0
1.8 1.0 0.3 0.2 0.1 0.1 1.8 0.9
2.0 0.8 0.2 0.1 0.1 0.1 2.0 0.8
2.2 0.6 0.2 0.1 0.1 0.1 2.2 0.7
2.4 0.5 0.2 0.1 0.1 0.1 2.4 0.6
2.6 0.4 0.1 0.1 0.1 0.1 2.6 0.5
2.8 0.3 0.1 0.1 0.1 0.0 2.8 0.5
3.0 0.3 0.1 0.1 0.0 0.0 3.0 0.4

15
STEEL STRAPPING /LOOP LASHING

The tables are valid for steel strapping with a MSL of 17
kN (1.7 ton) and a pre tension of minimum 2400 N (240
kg).
loop lashings.

µ SIDEWAYS
The values in
0.3 3.4 maximum
0.5 5.0 (MSL).
0.6 6.3
0.7 8.1

SIDEWAYS
0.8 No tipping 3.0 1.3 1.0 0.9
1.0 No tipping 1.4 0.8 0.7 0.6
1.2 No tipping 0.9 0.6 0.5 0.5
1.4 4.0 0.6 0.5 0.4 0.4
1.6 1.7 0.5 0.4 0.3 0.3
1.8 1.0 0.4 0.3 0.3 0.3 The values
2.0 0.8 0.3 0.3 0.2 0.2 in the table
2.2 0.6 0.3 0.2 0.2 0.2 are pro-
2.4 0.5 0.3 0.2 0.2 0.2 portional to
2.6 0.4 0.2 0.2 0.2 0.2 the lashings’
2.8 0.3 0.2 0.2 0.2 0.1 pre tension.
3.0 0.3 0.2 0.1 0.1 0.1
16
STEEL STRAPPING / STRAIGHT/CROSS LASHING


SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 0.5 1.0
0.1 0.7 1.3
0.2 0.9 1.6
0.3 1.2 2.0
0.4 1.5 2.4
0.5 2.0 2.8
0.6 2.7 3.2
0.7 3.6 3.7

SIDEWAYS
per side
1.4 8.3 1.4 2.7
1.6 3.8 1.6 2.4
1.8 2.6 1.8 2.2
2.0 2.0 2.0 2.0
2.2 1.7 2.2 1.9
2.4 1.5 2.4 1.8
2.6 1.3 2.6 1.7
2.8 1.2 2.8 1.7
3.0 1.1 3.0 1.6
17
STEEL STRAPPING / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 5.9
0.1 6.5
0.2 7.2
0.3 8.0
0.4 8.8
0.5 9.7
0.6 10
0.7 11

FORWARD / FORWARD /
H/L H/L
BACKWARD BACKWARD
0.6 71 2.0 15
0.8 31 2.2 15
1.0 23 2.4 14
1.2 20 2.6 14
1.4 18 2.8 14
1.6 17 3.0 14
1.8 16
18
WIRE / TOP-OVER LASHING

The tables are valid for wire with a pre tension of
pre tension.
lashing.

FORWARD/
µ SIDEWAYS
BACKWARD
0.0 0 0
0.1 0.2 0.5
0.2 0.6 1.1
0.3 1.2 1.7
0.4 2.0 2.5
0.5 3.3 3.3
0.6 6.0 4.2
0.7 14 5.3

0.8 No tipping 8.8 3.2 2.2 1.7 0.8 16
1.0 No tipping 4.1 2.1 1.5 1.3 1.0 10
1.2 No tipping 2.6 1.5 1.2 1.0 1.2 7.1
1.4 16 2.0 1.2 0.9 0.8 1.4 5.5
1.6 7.1 1.5 1.0 0.8 0.7 1.6 4.5
1.8 4.5 1.3 0.8 0.7 0.6 1.8 3.8
2.0 3.3 1.1 0.7 0.6 0.5 2.0 3.3
2.2 2.6 0.9 0.6 0.5 0.5 2.2 2.9
2.4 2.1 0.8 0.6 0.5 0.4 2.4 2.6
2.6 1.8 0.7 0.5 0.4 0.4 2.6 2.3
2.8 1.6 0.7 0.5 0.4 0.3 2.8 2.1
3.0 1.4 0.6 0.4 0.4 0.3 3.0 2.0

19
WIRE / LOOP LASHING

loop lashings.

µ SIDEWAYS
The values in
0.0 11 the table are
0.1 13 proportional to
0.3 18 maximum
0.5 27 (MSL).
0.6 34
0.7 43

SIDEWAYS
0.8 No tipping 12 5.5 4.3 3.7
1.0 No tipping 5.9 3.6 3.0 2.7
1.2 No tipping 3.8 2.7 2.3 2.1
1.4 16 2.8 2.1 1.9 1.8
1.6 7.1 2.2 1.8 1.6 1.5
1.8 4.5 1.9 1.5 1.4 1.3 The values
2.0 3.3 1.6 1.3 1.2 1.1 in the table
2.2 2.6 1.4 1.2 1.1 1.0 are pro-
2.4 2.1 1.2 1.0 1.0 0.9 portional to
2.6 1.8 1.1 0.9 0.9 0.8 the lashings’
2.8 1.6 1.0 0.9 0.8 0.8 pre tension.
3.0 1.4 0.9 0.8 0.7 0.7
20
WIRE / STRAIGHT/CROSS LASHING


SIDEWAYS
FORWARD/BACKWARD
SLIDING 0.0 2.8 5.7
0.1 3.8 7.3
0.2 5.1 9.1
0.3 6.6 11
0.4 8.6 13
0.5 11 15
0.6 14 17
0.7 19 20

SIDEWAYS
per side
1.4 45 1.4 15
1.6 21 1.6 13
1.8 14 1.8 12
2.0 11 2.0 11
2.2 9.6 2.2 10
2.4 8.4 2.4 10
2.6 7.6 2.6 9
2.8 6.9 2.8 9
3.0 6.5 3.0 9
21
WIRE / SPRING LASHING

lashing.

FORWARD/
µ BACKWARD
0.0 32
0.1 35
0.2 39
0.3 43
0.4 47
0.5 52
0.6 57
0.7 63

FORWARD / FORWARD /
H/L H/L
BACKWARD BACKWARD
0.6 386 2.0 85
0.8 171 2.2 83
1.0 128 2.4 81
1.2 110 2.6 79
1.4 100 2.8 78
1.6 93 3.0 77
1.8 89
22

TOP-OVER LASHING
TAG WASHER
SIDEWAYS
Friction \** ∅ 48 ∅ 62 ∅ 75 ∅ 95 30×57 48×65 130×130
Open CTU
0.25 0.35 0.45 0.60 0.25 0.35 0.75
(µ = 0.3)
Covered CTU
0.30 0.40 0.55 0.75 0.30 0.40 0.90
(µ = 0.4)
FORWARD/BACKWARD
Open CTU
0.35 0.50 0.65 0.85 0.35 0.50 1.10
(µ = 0.3)
Covered CTU
0.40 0.55 0.70 0.90 0.40 0.55 1.15
(µ = 0.4)
\**
4” - NAIL
Friction \*** per side, 4”- nail 4”- nail
blank galvanised blank galvanised
Open CTU, µ = 0.3 0.20 0.30 0.30 0.45
µ = 0.4 0.25 0.40 0.35 0.50
µ = 0.5 0.35 0.50 0.35 0.50
µ = 0.6 0.55 0.80 0.40 0.55
µ = 0.7 1.15 1.60 0.40 0.60
\***
23

Method 1 (simple)
tipping.
are to be used.
Method 2 (advanced)
prevent tipping.
24
A wooden box shall be transported in sea area C. The box is stowed on a flat rack with
Answer
Sliding:
Sideways
sideways.
Thus seven top-over lashing are required to prevent sliding sideways.
Forward
Backward
backward.
Thus three top-over lashing is required to prevent sliding backward.
Tipping:
Sideways H/B = 2.6/1.2 = 2.17 → 2.2.
sideways.
Thus four top-over lashings is required to prevent tipping sideways.
Forward
Backward H/L = 2.6/3 = 0.87 → 1.0.

backward.
Thus one top-over lashings is required to prevent tipping backward.
Seven lashings are required for preventing sliding sideways, three for sliding backward, four
for tipping sideways and one for tipping backward. Thus seven top-over lashing are required
in addition to the four tag washers.
__________
25

Model Course 3.18 Safe Packing of Cargo Transport Units (CTUs), 2000

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Model Course 3.18 Safe Packing of Cargo Transport Units (CTUs), 2000

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INTERNATIONAL MARITIME ORGANIZATION

FACILITATION COMMITTEE FAL 28/INF.3

Note by the Secretariat

Action requested of the Committee

Model course developed for IMO by the Swedish Maritime Administration

This course in Safe Packing of Cargo in CTU:s is developed for IMO

Grateful acknowledgements are made for the use of material from:

n the swedish club which has benevolently placed

n The Swedish Association of Marine Underwriters

PART A COURSE FRAMEWORK.......................................................................................5

PART B COURSE OUTLINE ................................................................................................9

PART C DETAILED TEACHING SYLLABUS .................................................................11

PART D INSTRUCTOR MANUAL .....................................................................................27

Since its inception the International Maritime Organisation has recog-

Following the earlier adoption of the International Convention on

In addition, it was appreciated that a comprehensive set of model

n Purpose of the model courses

It is not the intention of the model course programme to present

Because educational systems and the cultural backgrounds of trai-

n Use of the model course

Adjustment of the course objectives, scope and content may also be

n Evaluation or assessment of trainee progress

q properly qualified instructors;

q other reference material;

Through preparation is the key to successful implementation of the

Part A Course Framework

While the use of freight containers, swap-bodies, vehicles or other

Consequently, a great many people in the transport chain will rely on

All persons, such as the above and passengers on board vessels,

This course in Safe Packing of CTUs is essential for those packing

• Packers at industries and land terminals

• the importance of the safe transport and packing of cargo,

They will further have acquired knowledge about details concerning

• experience of cargo handling and transports

n Course intake limitations

n Teaching facilities and equipment

Different types of cargoes to be used for practical training as well as

n IMO references (R) (www.imo.org)

Part B Course Outline

The training is to be based on the different subject areas indicated in

1 Consequences of badly packed and secured cargo

The following chapters are added:

The approximate training hours shown in the timetable below are

If it is possible to carry out practical exercises as well as inspections of

All times in the timetable are given in hours.

Part C Detailed Teaching Syllabus

The detailed teaching syllabus has been written as a list of proposed

Level I – Factual knowledge (have heard of)

In order to assist the instructor, references are given to the IMO

q IMO references (R) (www.imo.org)

The following abbreviations are used:

Example: “R1 – Ann. 1” refers to annex 1 of IMO/ILO/UN EC Guidance

It is expected that the national institution implementing the course will

Learn. IMO Textbook, Teaching

1 Consequences of badly packed I T1 – Ch. 1 A1 – Ch. 1

1.0 General R1 – pp.1-4 OH 1.1 - 1.7

1.1 Injuries to persons and damage to R1 – p.1 OH 1.8 - 1.11

1.2 Damage to ships and CTUs OH 1.12 - 1.16

1.3 Damage to cargo OH 1.17

1.4 Economical consequences OH 1.17

Learn. IMO Textbook, Teaching

2 Responsibilities II T1 – Ch. 2 A1 – Ch.2

2.1 Different parties involved in cargo R1 – p. 1 OH 2.1 - 2.2